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Im. 2-2-44. 



PRESENTED BY - Secretar y ' s _ Of f ic e_ 

m «0T eiCltLATfe 

Digitized by the Internet Archive 
in 2013 



Baltimore AND Ohio 
Employes Magazine 

OCTOBER, 1914 


OatSi^i . 

HERE'S the story, 
as it comes from 
Illinois, vouched for 
by the superintendent 
of the grain elevator 
where the thing hap- 
pened : 

" Here's to the Elgin 
Watch ! While clipping 
oats a few days since, our 
man in charge of oat clip- 
per found one of your 
watches in the oats. That 
watch in the oats had been 
unloaded from the cars 
with power shovels — down 
through iron grates to hopper — onto conveyor 
belt — to elevator — up 110 feet — discharged 
into garner over scales — dropped into scale 
hopper — then out to another conveyor belt — 
unloaded by tripper into storage bin — drawn 
out on third conveyor belt — into elevator — 
up 110 feet — down through garner and scales 
again — to clipper bin — out over clipper riddle 
to trash box, where we found it. 
"The case was only slightly sprung, and 
the crystal broken. We wound the watch 
and it started right off, and seems to run as 
well as any watch 

This watch was not an expensive Elgin ! 
The incident goes to prove the fact that all 
Elgin Watches, both for men and women, art , 
built to withstand all the strenuous moments 
in busy folks' lives. 

ELGIN Railroad 

B W. RAYMOND Model— 19-21-23 jewels— with 
or without Winding Indicator. Built especially for 
the wear and tear and the bumps and jars of a railroad 
man's life. 

See your local jeweler — your Elgineer, master of 
watchcraft And write us for booklet. 


Please mention this magazine. 


Your i.h'jii'i' i/ 
3S Stv/r.s 


Shipped on 

Four Weeks' Trial 

Yes, we'll ship you on 4 weeks' abso- 

lutclv free trial a Genuine hiuhest ^rade A\'in<>' 
piano DIRECT from our own factory, freight 
prepaid. The most surprisiiifr — most am:izi:if^ offer cvir 
made. An offer that puts you on the same footing- ns the 
lai<rest piano dealer — and at the very rock-bottom Dili l''.Cr 
wliolosale factory price. Since 1868— for 46 years— we have been biiild- 
iiif? Wiiijr Pianos, renowned everyuliere for tlieir sweetness of tone 
and sterliii}; merit — and we now make you tliis greatest of all oilers 
on the Wing, guaranteed for 40 years. 

We will allow yon to nse oni/ Wing piano— yonr own choice of .S8 
superb new styles in any sliade of niaiiogany. walnut or oak — in your 
own home for four full weeks at our expense. A Wing Upright, a Winjr Grand 
or a wonderful Win-; I'lavorV'iano that plays all the greatest concert and opera 
selections (you can play it perfectly the first day without taking music lessons). 

No Money Down 

— Not a Cent of Freight 

f price IS Ife-:-^"-- -;j~s^;!«»«B- ss^ -^-- l?^— =«■■ 

3 i.i:y it. V^|si:52^^^=--^^^^-i3k^ 

sons on it -% "^ Jf ^^== - -s- -^^ * r^' 

ityofthe j^^^4dk ^_.^^^' tl 

We A\ant no money down — no security — no deposit in 
yonr bank — no obli'rations. Just choose any Wing from our laijre 
catdosr. We employ no salesmen of any kind to visit and annoy >iiii. 
We'll ship the instrument no m .ney down — /reiy/*< prepaid. Whi'e the piano la 
in your home use it just as if you owned it. Compare with description in the 
Wing catalog — but note the rock-bottom direct-wholesale-factory price is 
q^uoted in the personal letter to you. Play the piano — let your friends pi; 
Lxamine it cirefuUy — thoroughly — inside and outside. Take music les 
if you like. Note the perfect bell-like tone, the remarkable easy regulat 
action, the deep resonanceof the base, the timbre of the treble— note all this— then 

At the end of the 4 weeks' trial, if you wish, you may return the piano at 
our expense. We pay return freight to New York. Not a (xniiy to pay for the 
pleasure of using the piano four weeks. No obligations whatever to keep it — 
you and you alone are to judge. Now write for the piano book (free). 

Valuable Book on Pianos— Free 

"The Book of Complete Information About Pianos 

The \"ew York World says: '"This is a book of educational interest everyone should ^^ Wiiu*- X,- Son 

own." Would you like to know ail about i)ianos — how they are made, how to judge the fine points ^r^ '''r> ^^ . 

of quality and price in buving a piano? Then send the coupon for the piano book which wo an- ^ r. , <Kst«bIi«hcd 1868. Winjr r.ld* 
8endin.r FREE for the present. Th s book of 136 pakres tells ah< iit materials, manulacture, ^/^ ^ ^'" .AX*"""® *"" ^^ v 'u 
assembling patented devices and what they do, all at)out .'^ound oard, action, case, in fact ^^ Dept, ZimI JNew loiK 

every detail connected with a fine, high-grade piano. You will be astonishdl at the ^ rr.r.i\^^^^. t><»...« ««r,.i .«<> r..<vo «,.>i 
amount of informrition about piano qu;ility a-.d p.ano pricei., and how to an.wr the anrnm. nt. of ^/^ ^'^'?V-7,*"b ^j^'^fO ^Cnd me free and 

piano Hale.«n. in. Thia maKiiificent 1.36 puKe book, a Ci<mcl. to encyclopedia on the pi:ino; thj most ^ . prepaid J lie Hook Of l^mplete Infonna- 

cumplete niid c<->stly book ever pubiish'-d on the piano bii^inrss; posU yuu on the makinir of a _^ fiou About I'ianos," the complete encv- 

piano from start to finish and. h..w to judire the fine points.. fapiano. Now then send the ^^ clopedia of t he piat o. Also s<-nd full partic- 

^^^:y::':i^':^j:r^^^i^':.!i^\^^,r^^^i::^ii::^^^ ^^ . «''-■' i^f .v-.r<..,tom offer on the wing 

planaUun of oar rock-bottom price on the Win* Piano. Send tbe coupon toda> . ,^ piano and catalo.T of latest art StyU^s. 


Dept. 27 e: 

TF* xpxll tak> 
"ffera. Bx - 
Wvur old iiu 

Wing & Son (Fst. Ift68) 

Wing Bldg . 9th Ave. and 13th St. New York. N.Y. 

old organ or piano on the moxt lihrral of nil 
get r;'ir prnpufiUnn bfforr I^..u rri L or Iran 
ti. Do not ov«Hoiiktki» opportunity. 

■^^Miii iiiiiiy^^ 

„ii ^ 


Phase mention thifi mnqazinc 



This Letter Speaks 
For Itself 

Kenova, W. Va. 
Dr. S. R. Barr, 

Baltimore, Md. 
Dear Sir: 

This is to advise you that we have 
received the land deed with fire insurance 
policy 826 and release. I am enclosing a 
picture of our property and wish you would 
have it put in our Employes MagaziLe. 
This home was paid for in three years 
through the Savings Feature of the Balti- 
more & Ohio Relief Department. I cannot 
say too much for it or for the officials of the 

Yours truly, 

C, F. Mercer. 
Every day you delay in finding out how easy it is to secure property 
through the Relief Department puts you one day further away from the 
possession and occupation of your own home. Isn't it worth while to 
ask for details? 

For full particulars concerning the saving and loan features, write today to 






It is our purpose to offer only such things as will 
legitimately appeal to the rank and file of our readers. All advertising will be rigidly examined before insertion 
80 that there may be no question about its standard. No liquor or other objectionable advertising will be accepted 



$44.80 per page, each insertion; 20 cents per agate line (fourteen agate lines to an 

inch). Width of column, 16 ems or 2^ inches 

Rates for covers, extra colors and preferred positions will be supplied on request 

ROBERT M. VAN SANT, Advertising Manager THOS. H. MacRAE, Western Representative 

Camden Statioi 
Baltimore, Md. 

Railway Excheuige Building 
Chicago, 111. 

Safety First! 

I — 

I Safety first, last and always from tobacco 
ill troubles. Economy, health, satisfaction, insured by 
a tobacco that is nothing but tobacco — 

Whole Leaf Kentucky Tobacco 

(Smoking- or Chewing) 
Aged and mellowed by nature; no adulturation, arti- 
ficial coloring or sweetening. Just tobacco, pure 
and wholesome, and at % the price of the ordinary 
kind. Direct from the hickory sticks in the curing 
house to you by parcel post. 

2 lbs. of big, golden brown leaves $ 1 .00 

Write today, money order, stamps, dollar bill. 


3107 Dumesnil Street Louisville, Ky. 

$2$ a Month 

buys a Standard Typewriter your 
choice. Late Style Visibles, Back 
Spacer, Tabulator, Two Color Rib- 
bon, Every modem operating 
convenience. My prices lower than 
other cash prices. 

Perfect Machines — Fnlly Guaranteed. 
Ask for Special Five Days Free Trial Offer 

H. A. Smith. 620-231 N. Slh Ave. Chicago, 111. 



Paper Fasteaer 
of "O.K." fame. Brass, 3 sizes, 
brass boxes of 50 & 1 00 each. 
Your Stationer, 1 & ZOff. Send 
for sample box of 50. 

Yearly Sale Over 100 Maiion 
Booklet of our 3 "O.K." office necessities 
Free. Liberal Discounts to the Trade. 
THE 0. K. MFG. CO., Syracuse, N.Y., T'.S.A. 

Please mention this magazine 

Baltimore and Ohio 6mploycs jVIagazinc 


Baltimore, October, 1914 



Oscar 6. Murray, Chairrnan of the Board of Directors 5 

Hn HutuTTiTi Sormrt IU>uts M. Grice 8 

Daily System of freight Heeounttng Witb Labor Saving Devices "J. p. O^alley 9 

Che LittU Model— H Story 1. fi. Shrllman 21 

^mrne Srmtb F^ome ■Fund HI. X. Stecre z6 

CQar on Loss and Damage 17 

By the «ay »7 

Rdp Os Reduce Our Celegrapb Congestion and Gxpense C. ttX. ©alloway ■iz 

Che IS^eed of Cooperation in Safety first €, R.. ScoviUe 4* 


European CQars and Hmcrican farmers 

Co 3n anrecognized Contributor 

rkxme Depa rtm e nt 

Lyrk poetry — Xts Httributes and Votaries 

Railroading in War Cimes 

efficiency Hpplied to Little Cbings 


Che rHghest Safety Records for Hugust 


3. f>. Stewart 50 



Louis M- 6 rice 57 

Dixon Tan Talhenberg 60 

B. p. Craig 63 



published monthly at Baltimore, Maryland, by the employes of the Baltimore and Ohio Railroad 
to promote conrmum'ty of interest and greater efficiency. Contributicms are welcomed from all em- 
ployes. Manuscripts and photographs will be returned upon request, please write on one side of the 
sheet only. 


Chairman of the Board of Directors Baltimore and Ohio Railroad Company 

Oscar G. Murray 

Chairman of the Board of Directors 

of the Baltimore and Ohio 

Railroad Company 

(From "Men of Mark in Maryland") 


SCAR G. MURRAY, former presi- 
dent of the Baltimore & Ohio 
Railroad Company, and now 
chairman of the board of di- 
rectors, was born in a quiet Connecticut 
village on the 20th of May, 1847. As 
his name indicates, he is of Scottish blood 
and he illustrates the sturdy characteris- 
tics of his race. The name of Murray has 
been a great name in Scotch history 
almost as far back as its authentic his- 
tory goes, Thomas Randolph, Earl of 
Murray, was the son of the sister of the 
great King Robert the Bruce. Murray 
and the good Lord James of Douglas 
were the two chief captains of the Bruce, 
and their exploits in recapturing castles 
and driving the English from Scotland 
fill the most romantic pages of history. 

i\Ir. ^lurray has been engaged in the rail- 
road business for more than forty years, 
and know^s every detail and branch of it. 
He began his service in transportation in 
January, 1872, at Galveston, Texas, as a 
ticket agent for the Galveston, Houston 
& Henderson Railroad. He remained 
in the employ of that company more 
than eight years, rising through the sev- 
eral offices of assistant general passenger 
agent and assistant general freight agent 
to the position of general freight and pas- 
senger agent. From August, 1880, to 
November, 1885, he was general pas- 
senger and freight agent of the Gulf, 
Colorado c^ Santa Fe Railroad. From 
December 1st, 1885, to September loth, 
1886, he was traffic manager of the Mis- 
souri Pacific lines in Texas, and also dur- 
ing most of that period traffic mana- 
ger of the Texas & Pacific Railwav. From 
September 16th, 1886, to October :^Oth, 
1888, he was freight traffic manager of all 

the Missouri Pacific Lines at St. Louis. 
From November 1st, 1888, to November 
1st, 1892, he was freight traffic manager 
of the Cincinnati, Indianapolis, St. Louis 
& Chicago Railway, and its successor, the 
Cleveland, Cincinnati, Chicago & St. 
Louis Railway, and the Chesapeake ct 
Ohio Railwav. From November 1st, 
1892, to February 15th, 1896, he was 
second vice-president of the same sys- 
tem; on February 15th, 1896, he came to 
the Baltimore & Ohio as first vice-presi- 
dent. The Company was placed in the 
hands of receivers on February 29th, 
1896, and Mr. Murray was appointed 
receiver jointly with John K. Cowen. 
They rehabilitated the property and re- 
turned it to the Comi)any in Aj)ril, 1899, 
and were finally discharged by the court 
from the receivership on May 2.5th, 1900, 
when Mr. Murray again became first vice- 
president in charge of traffic, John K. 
Cowen being i)resident. He held that 
position until he was elected president on 
Decem})er 27th, 1903, effective January 
1st, 1904, For six 3'ears he was president 
of the road, his administration being dis- 
tinguished for its wisdom, enterprise and 
progress. On the 15th of January, 1910, 
he retired from the ])residency to be- 
come chairman of the board of directors. 
The most remarkable and interesting 
work, perhaps, with which he was ever 
connected was the receivership of the Bal- 
timore iSc Ohio Railroad Company and 
the restoration and rehabilitation of our 
great and historic i)roperty. When he 
was called in J^'ebruary, 1896, to become 
first vice-president of the Company, 
he was called with a purpose. The 
Com}:)any was at the time insolvent. 
It could not meet the interest on its 



funded debt, and there was not avail- 
able cash to pay the cost of operation. 
Two weeks after Mr. Murray came 
to the road, to wit, on the 29th of Feb- 
ruary, 1896, the Mercantile Trust Com- 
pany, of New York, having recovered a 
judgment of $929,470.03 against the rail- 
road, filed in the United States Circuit 
Court for the District of Maryland a 
creditor's bill setting forth the insolvency 
of the Company and asking for the ap- 
pointment of receivers to manage the 
property. Mr. Cowen, the general coun- 
sel of the Company, who had recently 
been elected president, had foreseen this 
movement and had brought Mr. Mur- 
ray to Baltimore as his co-receiver. The 
part of the work assigned to Mr. Murray 
during the receivership was to conduct 
the road, rehabilitate it and restore the 
traffic which had been lost through ina- 
bility to handle it. How well he accom- 
plished this stupendous work is now a 
matter of history. 

At the end of about three years the 
vast sum of $200,000,000 had been raised 
and applied to the restoration and re- 
funding of the Baltimore & Ohio proper 
and an additional $100,000,000 for the 
financing and rehabilitation of dependent 

The sum of $92,899,546.89 had been 
earned from traffic, including some mis- 
cellaneous income amounting to $3,127,- 

The following new equipment was ac- 
quired: two hundred and twenty-seven 
engines, thirty-five passenger cars, thirty 
thousand seven hundred and three freight 
and service cars. The total cost of this 
equipment was $19,790,456.46, and in 
addition marine equipment costing 
$685,504.08 was purchased. The obhga- 
tions incurred during the receivership 
amounted to $25,936,346. Most of the 
equipment was purchased upon terms 
which did not require cash payment, as 
cash was exceedingly scarce. 

One of the transactions by the receivers 
was the purchase of fifty thousand nine 
hundred and thirty-seven tons of steel 
rails to be used in the repair of the track. 
These rails were purchased at the extra- 
ordinary price of $17 a ton, the lowest 
rate, perhaps, at which steel rails had 

been sold. The price of steel advanced 
so rapidly after this purchase that the 
receivers sold the old rails that were re- 
placed by the new at a higher price than 
the new ones cost. 

The property emerged from the re- 
ceivership rehabihtated, repaired, in first 
class condition and with new equipment. 
Its business had also gained a prodigious 
increase, almost exclusively by the fine 
management of Mr. Murray. But how 
did the owners and creditors of the Com- 
pany fare in this general reorganization? 

Every bondholder received new securi- 
ties which paid his debt in full. The 
floating-debt creditors received every 
cent that was due them. The holders of 
the old stock, after payment of an assess- 
ment of two dollars per share in the case 
of the ''first preferred" and twenty dollars 
per share in the case of the ''second pre- 
ferred" and "common," received new pre- 
ferred and common stock in exchange, 
which, in the light of present values, amply 
recouped them. The coromon stockhold- 
ers instead of being wiped out, as is the 
usual process, received their common 
stock in the receivership, which is today 
receiving six per cent, dividends. In ad- 
dition to this the ancient and liberal 
charter of the Company, which granted 
exemption from taxation in Maryland 
upon the shares and property, was re- 
tained intact. This was the result of the 
administration of the Baltimore & Ohio 
property by a great lawyer and a great 
railroad man. 

After the final discharge of the receiv- 
ers on the 25th of May, 1900, Mr. Mur- 
ray resumed his place as first vice-presi- 
dent of the Company in charge of traffic. 
Under his management the business of 
the road continued to make immense 
gains. Mr. Cowen, however, was presi- 
dent for only a short time, being succeeded 
by Mr. Loree, who retained the office 
until December 27th, 1903, when Mr. 
Murra}^ was elected. His administration 
covered a period of great prosperity for 
the road. Dividends were earned, the 
holders of common stock receiving six per 
cent., while extensive additions and bet- 
terments were made to the property and 
paid for out of income. In the first year 
of the receivership the revenues of the 


road wcn^ about S2o,00(),0()(). In 1907 
tlu'v had j»rowii to S88,500,000. Few 
railroads liave evor made such strides in 
so short a space of time. 

Shortly after ]\Ir. Murray was elected to 
the presidency, the ^n^at fire in Baltimore 
occurred and the main offices of the Coni- 
])any at the corner of Calvert and Balti- 
more Streets were destroyed. For some 
time the office force had needed more 
space, and when the old huildino; was 
burned, it was determined to build a 
much larger one. Every effort was made 
to purchase a lot adjoining the old site, 
without success. Then Mr. Murray 
decided to buy the lots at the northwest 
corner of Baltimore and Charles Streets, 
and upon this central location he erected 
one of the finest and most perfectly 
designed office buildings in the land, 
which is now the home of the Baltimore & 
Ohio System. 

It was ]\Ir. Murray who, as president 
of the Baltimore & Ohio Railroad Com- 
pany, purchased from the State of Mary- 
land the five thousand five hundred 
shares of the Washington branch stock. 
For a number of years a dividend of ten 
per cent, per annum on this stock had 
been paid. About the time of the re- 
ceivership the dividends ceased and 
after the reorganization they were not 
resumed, all the earnings of the road 
being retained to pay for the Washington 

l)ranch's proportion of the cost of tiie 
L'nion Station in Washington. This sus- 
pension of dividends caused much dis- 
content in the legislature, and at the ses- 
sion in 1898 a joint resolution was passed 
requiring the attorney general to insti- 
tute proceedings in court to compel pay- 
ment of dividends. Nothing substantial 
came of this resolution, so at the session 
of 1906. an investigation by the legisla- 
ture was ordered. While the i-nvcstiga- 
tion was in j)rogress Mr. Murrav offered 
the State S2,50(),0()() for the stock, which 
was accepted by the Board of Public 

After a brilliant administration of six 
years, Mr. Murray retired from the 
presitlency of the road and l)ecame chair- 
man of the board of directors. This 
])lace was created for him so that the Com- 
})an3' might retain his servic(^s and have 
the benefit of his talents as a rail- 
road manager and especially as traffic 

The leading characteristics of Oscar (J. 
Murray are liis strength, his boldness and 
his originality. He is a man of generous 
impulses and gives lavishly. He is loyal to 
his friends and has the faculty of attach- 
ing men to him and enlisting their suj)- 
port in his work. Among liis subordi- 
nates, he has always been ]:)opular because 
of their firm reliance upon his sym])athy 
and his sense of justice. 

Personal Injury Reduction 

Standing of Divisions, showing progress made in personal injury reduction 
(killed and injured) for month of August, 1914, com- 
pared with same month of 1913 

New Castle 49% 

Wheeling 36% 

Philadelphia 30% 

Cumberland 17^^ 

Pittsburgh 13% 

Cleveland 10% 

Chicago 7% 

Connellsville 2% 


Total for all Divisions 



Monongah . . 
Shenandoah . . . 


Indiana 75% 

Ohio River 206% 

Ohio 256^ i 

3% Decrease 









Summer lies dead; the year is growing old; 
Sumptuous yet sad-eyed Autumn weaves her 

Of crimson, yellow, orange and russet-brown, 
As leaves, deciduous, bestrew the wold; 
And, lo! beyond the gleam of red and gold, 
The face of Winter, 'neath an icy crown, 
Threatening, sternly sets in frigid frown, 
Lined with dull desolation, grim and cold! 

Recurrent death! thy shadow is o'ercast; 
Escape we cannot; 'tis our mortal doom: 
Yet, through the shrilling of the biting blast 
That strikes with death the last belated bloom, 
I hear a spring song echoing from the past, 
And Hope with splendor spears the gathering 

Daily System of Freight Accounting 

With Use of Labor-Saving 


By J. P. O'Malley 

Auditor Merchandise Receipts 


T will, undoubtedly, be of great 
interest, especially to freight 
agents and cashiers on our Sys- 
tem, to know how the numerous 
reports they furnish the auditor are 
handled and revenue accounted for. 

The age of progress in which we are 
living, has suggested to the executives 
of all railroads the necessity for more up- 
to-date methods of railroad accounting. 
As a consequence, many railroads have 
adopted the ''Daily System of Account- 
ing," with the use of electrical mechanical 
devices, to expedite the handling of their 
numerous accounts and simplify the 
duties of freight agents. 

On July 1, 1911, this Company, to- 
gether with several others, adopted a 
system of accounting, whereby the rev- 
enue accrual could be accounted for on a 
daily basis. 

Previous to July 1, 1911, a monthly 
system of accounts prevailed, which 
proved inadequate to meet the require- 
ments of railroad executives. 

With the daily S3^stem, complete and 
up-to-date information can be furnished 
for any station on the System, both on 
traffic received and forwarded. 

In preparing this article, the writer was 
actuated by several motives: 

1st. To bring before the working 
forces at freight stations the absolute 
necessity for accuracy and of adhering to 
instructions, to enable the Freight Ac- 
counting Department to maintain their 
standard schedules. 

2nd. To show the station forces the 
reason and necessity for our exacting re- 
quirements, as it is found that usually 
l)etter results are obtained when the con- 
ditions are thoroughly understood. When 
clerks are not w(^ll informed, require- 
ments are sometimes looked upon as 

3rd. A number of agents and other 
employes having had occasion to visit the 
general offices, have marveled at the 
machine devices employed in working our 
accounts, and it occurred to the writer 
that the outlining of our methods of ac- 
counting would prove beneficial to all 
station employes, the best medium 
through which they could be brought be- 
fore them being, of course, the Employes 

The following procedure is maintained 
in checking and verifying "Forwarded" 
and "Received Reports" covering freight 

The office of the auditor merchandise 
receipts receives daily from local freight 
agents about nineteen hundred (1,900) 
Received and Forwarded Reports, vary- 
ing in volume, according to the importance 
of the station. 

The Daily **Forwarded Reports** 

Are Used For The Following 


1st. — To approximate system revenue 
by grand divisions. 



2nd. — To compile statistics as between 
all stations, covering all com- 
modities, as classified. 

3rd. — To ascertain and prove agents' 
advances and prepaid charges. 

waybills by the received clerk — local way- 
bills and interline waybills are separated 
and placed in precisely the same consecu- 
tive order as entered on Agents' Received 

800m 9 25 13 Form D. S. 104-G. ReT. 

From (No. X Station. Route (No. ) 

Keceived at (No. ) Station 

Desk Report Dated 191 











Mel Totals 

.. , 


4th. — To determine that all waybills re- 
ported by receiving agents are 
also reported by billing agents. 

5th. — To determine that commodity 
numbers are properly inserted 
to correspond with commodity 
shown on waybills. 

6th. — To determine that tissue copies 
of all waybills reading to for- 
eign lines accompany report. 

The Daily **Received Reports'* 
Are Handled As Follows: 

As the Daily Received Reports, at- 
tached to the original revenue waybills, 
are received from reporting agents, the 
reports are detached from the original 

A memorandum card (104-G — see Fig- 
ure 1) is attached to the local waybills, 
and also to the foreign waybills, as 

The '^ Audit Number" of the reporting 
station is inserted at top of 104-G card, 
as well as the ''Date" waybills are re- 
ported. To prevent waybills for a sta- 
tion becoming separated, a rubber band 
is placed around both local and foreign 
waybills for that date. The reports are 
held by the received clerk, while the way- 
bills, attached to the memorandum cards, 
are sent to the Machine Room (see Figure 
2), and Tabulating Card (see Figure 3) is 
cut for each waybill by use of num- 
erals, symbolical of the information shown 
on each waybill. 



First Operation: 

Perforating Cards With 


Figure 4 shows a cut of one of the key- 
punches that is used in ])erforatiiip; the 
various "fields" of the Tal)uiating Cards 
— shown in Figure 3. 

A Tabulating Card is inserted in the 
key-punch, and is perforated from infor- 
mation shown on the waybill illustrated 
by Figure 5. 

The key-punch is operated by hand, 
and numbers, symbolical of the informa- 
tion shown on the original waybill, are 
punched out, for audit purposes. The 
"X" in the upper ix)rtion of the card is 
kej^-punched so as to insure the proper 
omission of information not required. 

These key-punches are o])erated by 
the "Touch System," the numbers ap- 
pearmg on the keys being obliterated by 
constant use (Figure 4 is photo of an un- 

of one per cent, of the total number of 
cards punched during the month. As 
high as 57, ()()() ciirds have been punched 
by one o])erator without a single error, 
and as many iis 400,000 are punched 
monthly by eight oi^erators with only 
150 errors. 

The Tabulating Card is shown in Fig- 
ure 3, and it will be noted carries twelve 
(12) "fields," as follows: 

1st. — Month in which waybill is 

2nd. — Date of month rej)orted. 
3rd. — Receiving or reporting station. 
4th. — Forwarding or V)illing station. 
5th. — Month waybill is issued. 
Gth. — Date of month waybill is issued. 
7th. — Waybill number. 
8th.— Route. 
9th.— Weight. 
10th. — Freight charges. 
11th. — Advance charges. 
12th. — Pre])aid charges. 


used machine, showing how keys are 
numbered). Each operator punches 
from 2,500 to 3,500 cards per day, on 
•'piece-work'' basis. The percentage of 
errors made are usuall}' one-twentieth 

The Tabulating Card in the illustration 
(Figure 3) covers East St. Louis, 111., to 
East Norwood, O., waybill 1911, Sep- 
tember 8, 1914, as shown in Figure 5. 

The card is key-punched from left to 




/ Mo 




IS 3 

i 4 

• 5 



• o 

1 1 

2 2 

3 3 






2 2 2 2 

3 3 3 3 

4 4 4 4 

5 5 5 5 

6 6 6 6 

7 7 7 7 
9 9 9 9 



2 2 2 2 

3 3 3 3 

4 4 4 4 

6 6 6 • 

7 7 7 7 

8 8 8 8 

9 09 9 








• o 

1 1 

2 2 

3 3 

4 4 

5 5 

6 6 

7 7 
9 9 



• o Ot)0 





Freight . Advanoee 

X X 

• o##Moo#« 








1«1 •• 

2 2 2 2 2 

3 3 3 3 3 

4 4 4 4 4 

5 5 5 5 5 

6 6 6 6 6 

7 7 7 7 7 

8 8 8 8 8 

9 9«9 9 

1 1 1 

2 2 2 

3 3 3 

4 4 4 

5 5 5 

6 6 6 

7 7 7 

8 8 8 

9 9 9 


2 2 2 2 2 2 

3 3 3 3 3 3 

4 4 4 4 4 4 

6 6 6 6 6 6 

7 7 7:7 7 7 

8 8 8 8 8 8 

9 9 999 9 


2 2 2 2 2 

3 3 3:3 3 
4#4 4 4 

5 5 555 

6 6 6 6 6 

7 7 7 7 7 

8 8 818 8 

1 1 1 ;i 1 

4 4 4 4 4 

5 5 •: 5 5 
6«6.6 6 

7 7 7 7 7 

8 8 8 8 8 

9 9 9:9 9 

• •ijl 1 

2 2 2J2 2 

3 3 3:3 3 

4 4 4;4 4 

5 5^55 

6 6 6:6 6 

7 7 7|7 7 

8 8 8 8 8 

9 9 919 9 


right, and the key-punch is so adjusted 
that the cutting starts at the fourth field, 
''Forwarding Station Number." The 
first tliree fields are perforated by an- 
other machine — known as the ''Gang 
Punch" (see Figure 6). 

After the operator completes the punch- 
ing of the cards for all the local and for- 
eign waybills for the station being worked, 
he passes the cards through the "Gang 
Punch/' which machine perforates as 
many as fifteen cards, cutting "Month 
Received," "Date Received" and "Audit 
Number of Receiving or Reporting Sta- 
tion," with one pressure of the lever. 
This procedure saves the key-punch op- 
erator considerable time. 

Tabulating Cards of various colors are 
used, so as to catch the eye of the opera- 

tors and other clerks more readily. The 
different colors used are as follows : 
Manila Tint— For Local Waybills. 
Salmon Tint — For Foreign Waybills. 
Blue Tint— For Local "Add" Correc- 
Red Tint— For Local "Deduct" Cor- 

Green Tint— For Foreign "Add" Cor- 
Brown Tint — For Foreign "Deduct" 

The "fields" of all the Tabulating 
Cards are identical, but the corners of 
some of the cards are clipped, for addi- 
tional convenience in handling. The 
route and weight on the manila, blue and 
red cards (local) are not used. On the 
salmon, green and brown tinted cards 




(foreign), the route is ])im('h(Ml accMMdiii*:; 
to audit numbers assigned to lorci^u 
roads, with which we have interhne bill- 
ing. It is im])ractieal)le to punch audit 
numbers for all stations on foreign roads, 
but we use a numlx^r to corresi)ond with 
the alphabet, that is to say, a station on 
a foreign road, the initial letter- of which 
is ''A," would be punched in Forwarded 
Station Column as "No. 1," a station the 
initial letter of which is "B," would be 
punched in Forwarded Station Column 
as ''No. 2," and so on throughout the 
alphabet. An additional perforation is 
shown opposite tlu^ "'),'' to the left of the 

punched, th('\' arc measured. 150 cards to 
the inch. After i)roi)er record is taken, 
the waybills and cards are passed to the 
operator of the Tabulating Machine (see 
I'igure 7). 

The local and foreign cards are j^assed 
sc})arately through this machine, which 
is electrically driven, until th(i cards for 
the station are tabulated or added. The 
machine adds automatically the freight, 
advances and i)repaid at the rate of 150 
cards per minute. 

Four ''Counters" will be observed at 
the top of the machine. The first 
"count (M-" from tlH> left adds the weight. 



C*«T br L3UI& 









1 WAY-BILL j ^ i9ii 

CAR.NTL-5AJ- N0.727a» ; 
TaaMfOwn »»t— mm 



4W«iBr a6so7 

(•K* T J57 





42 9-5-15 

EAbT biDE tDRKb 

J -^ auw»hv b/L 308? 

iaiC.CH.Er3«N XIO 862 PLATES !rf>ELTER 

W 000 


40 00 

mt Ma>IC*H -ETAL CD 





57 50 


TO f 5TL 


n-R 7 50 

69 00 


month received, which denotes the opera- 
tor's number, enabling us at any time to 
determine the operator making the error 
and assess the proper penalty. 

After the Tabulating Cards for the 
"Local" and "Foreign" waybills for a 
station are key and gang punched, the 
waybills and j^erf orated cards are j)asse(l 
to the supervisor of the Machine Room, 
who takes a record of the number of cards 
key-punched per operator, as compensa- 
tion is based on the rate per 1,000 cards. 
Instead of counting the cards key- 

the second the freight, the third the ad- 
vances, the fourth the prepaid. The 
mechanism to the left is that portion of 
the machine through which the cards pass. 
After the local cards are tabulated, the 
total freight, advances and prepaid ac- 
cunuilatcvl by the tabulators are inserted 
on the Memorandum Card (104-G, Fig- 
ure 1), which is still attached to the local 

On the foreign, the same process is fol- 
lowed in accumulating freight, advances 
and prepaid. If there are any "Add" or 



"Deduct" corrections, a Stop Card 
(blank) , without any perforations, is pre- 
viously inserted by the key-punch opera- 
tors between the local cards and the 
''Add" corrections and 'Deduct" correc- 
tions. The same method is followed in 
handling the foreign cards. 

When these Stop Cards are reached, 
the tabulating machine stops automat- 


ically, due to the fact that a consider- 
able portion of the card is cut off, which 
temporarily cuts off the electric current. 
Waybills to which are attached the Mem- 
orandum Card (104-G) and Tabulating 
Cards, are sent to the received clerks, at 
which desks net totals shown on the Mem- 
orandum Cards (104-G), for local and 
foreign, are accumulated, and the accum- 
ulated total balanced against Agents' 
Received Reports. If the totals agree, 
the report is stamped ''0. K." and the 
cards filed in boxes provided for that pur- 
pose. If the totals do not agree, the per- 
forations of each card must be checked 
against each item on the Received Report 
until the difference is located. 

Experience has taught us many short 
methods to detect these errors, saving 
much unnecessary labor. 

The mechanism of the tabulating 

machine is so sensitive that the slightest 
flaw in the Tabulating Card causes elec- 
trical contact and registers some figure 
where none were cut. These errors are 
detected by scrutinizing the cards. 

Agents should here recognize the im- 
portance of compiling perfect Received 
Reports and abstracting strictly as the 
waybills read. The waybill may be 
properly key-punched by the operator, 
and waybill improperly abstracted by the 
Reporting Agent. If there are many such 
errors, it occasions serious delays in re- 
checking. When errors are located on 
the agents' reports. Discrepancy Notices 
are sent immediately, notifying the 
agents of the errors detected. Many re- 
ports of larger stations balance without 
checking, which means the saving of 
many hours of unnecessary work. If the 
report is correct and the cards incor- 
rectly cut, all the cards and waybills for 
that date are returned to the machine 
room, for key-punching new cards, and 
errors against operators recorded. 

All cards for reports in which errors 
are located are again run through the 
tabulator, to insure correct totals. After 
this performance, the corrected totals are 
again compared with the totals of the 
Received Report and balanced. The 
cards are then placed in a box, according 
to Received Station numbers and date, 
and the local waybills are turned over to 
the Forwarded Clerks, for the purpose of 
checking the waybill against the For- 
warded Report (Form D. S., 1-A), on 
which is inserted in proper column the 
''Date" the Received Agent reported the 
waybill, while the foreign waybills are 
turned over to the Waybill Revision De- 
partment. The local waybills, after 
being checked by the Forwarded Clerks 
against the Forwarded Reports, are also 
turned over to the Waybill Revision De- 
partment. After the revision is com- 
pleted, the local waybills are filed, and 
subsequently bound in records, while the 
foreign waybills are sent to the machine 
room, for abstracting by the Elliott- 
Fisher Billing Machine operators (see 
Figure 8). 

When all waybills by this operation are 
key-punched and checked for the month 
(usually about the 6th of the subsequent 

Tin: HAl/riMORE AND olllo i:.MI'L()VKS MACA/INi: 


month), all the tabulating cards ropn^- 
sentins the waybills ivcoived at a station 
are run throu.iih the tabulating machines, 
to arrive at the accumulatc^l total for the 
month, which must ajiree with the last 
(lay's report of the Heceivinp; A<>;eut. The 
Daily Received Reports rendered by the 
Receiving Agents carry forward the totals 
from the previous dates, the last date 
rc^jM-esenting the agent's debit for the 
month. On larger stations this tabula- 
tion is done in periods of ten days, to 
expedite the work at the close of the 
month. The totals of all local waybills 
and^totals of all foreign w^aybills are thus 
ascertained. The combined totals show 

road order — according to nurnlxis cut 
on cards in 'Mloute 1^'ield." 

As the Road numbers for the various 
foreign lines do not exceed three hgures, 
it is only necessary to run these cards 
through the sorters three times, arid 
whvn removed, they are in mnnerical 

In the operation performed by the 
sorting machines, the cards are placed in 
the macliine from the top and by re- 
ceived stations, and the machine being 
electrically operated, the cards pass indi- 
vidually through shdes in the top of the 
machine into the proper pockets shown 
in the center of same. 

1 R.Lia. 

the station debit for the month of Mer- 
chandise Received Trafhc. 

After the foreign cards are run through 
the tabulator and a foreign total estab- 
lished, the cards are run through the 
sorting machine (see Figure 9), to sort in 

This work performed by this machine 
in sorting the cards is nothing short of 
marvelous, it^ capacity being 240 cards 
j>er minute. 

Separate totals are obtained for each 
foreign road to each receiving station. 



This must agree with previous total ob- 
tained in tabulating when cards for all 
roads were run through the tabulator 
indiscriminately, before being placed in 
road order. The totals are then ab- 
stracted on Memorandum Card (104-G, 

serted, which enables the operators to 
bring all the cards of the same station 
audit numbers together. 

After this procedure, local cards are 
again run through the tabulating mach- 
ine, in order to determine totals between 


Figure 1), and summaries prepared on 
special blanks for balancing purposes. 
The Memorandum Cards (104-G) are 
subsequently turned over to the Inter- 
line Department with all the foreign per- 
forated cards for check against the Inter- 
line Abstracts compiled b}^ the Elliott- 
Fisher operators. 

The local cards for each receiving 
Station are then run through the '^sort- 
ers" (see Figure 9), and as the highest 
station audit number does not exceed 
four figures, the cards are run through 
the machine only four times. After this 
operation, the cards are in exact station 
order, on forwarded basis, numerically 
arranged. The perforated cards for each 
forwarded station are then separated by 
use of a long needle, assembling the vol- 
ume of tabulating cards bearing the 
same forwarded audit number. Needles 
are run through the perforations in the 
cards until they meet resistance, and are 
then withdrawn and an index card in- 

each forwarded station and each re- 
ceiving station. These totals are in- 
serted on Memorandum Cards (104-G), 
also on a summary — for balancing pur- 

The summary blank shows freight, ad- 
vances and prepaid of all the local way- 
bills received for the month, and the 
revenue between each station is prorated 
between the grand divisions by Compto- 
meter Operators (see Figures 10 and 11). 

This same 'performance is carried out for 
each of the nine hundred and fifty {950) 
reporting stations on the System, and the 
volume of work necessary to assemble this 
data monthly can readily he imagined. 

When all Received Summaries are bal- 
anced, the Memorandum Cards (104-G), 
carrying advances and prepaid, are with- 
drawn from the boxes containing the 
tabulating cards and passed to the For- 
warded Bureau. 

When the Daily Forwarded Reports 
are received from billing agents, the ad- 


vances and prepaid between stations are 
d^a^vn off on a summary blank and built 
up day b}' day. At the close of the 
month these totals so arrived at are com- 
pared with totals shown on Memorandum 
Cards (104-G), prepared from data re- 
ported by Heceiving Agents. 

If the totals do not agree, the per- 
forated cards are checked against the 
summary built up from Daily For- 
warded Reports (Form D. S., 1-A), errors 
noted and necessary corrections made. 

The major portion of errors in this 
feature of balancing of advances and pre- 
paid are usually in the audit numbers, 
and for this reason agents should use 
special care in showing the correct audit 
numbers on the waybills. The figures 

"'3" and 

mav be blurred to look lik( 

the figure "8," and consequenth', same is 
perforated as an "8," — "15" mav be cut 
for "18," and so on. 

The key-punchers in cutting the cards 
from the original waybills at a speed, ap- 
proximately, of 400 cards per hour, occa- 
sionally- fail to detect such defects, which 
causes lost time in arriving at a balance. 

After all Received and Forwarded Re- 
ports are balanced, a division of the ac- 
counts is made, separating traffic as fol- 
lows: "Local," "Foreign," "New York." 
" Vallev R. R. of Virginia" and "Overhead 

To meet our schedules and not allow 
errors to retard our progress, as high as 
5,000 extra hours are put in monthly by 
the force. If few^er erors were made by 
agents in preparing the reports, not only 
would none of the extra hours be neces- 
sary, but a much smaller force would 
suffice to handle the accounts. 

The "Received Summaries" are bal- 
anced on the 14th of each subsequent 
month, and monthly Statement of Differ- 
ences rendered, showing the errors madv 
b}' the agents on their reports. This 
monthly Statement of Differences should 
be checked by the agent against Daily 
Discrepancies furnished by this office. 

The "Forwarded Summaries" are bal- 
anced on the 25th of each subsequent 
month, and Statements of Differences are 
then sent to Forwarded Agents covering 
all errors made on the reports for the pre- 
vious month. This monthly Statement of 

Differences is a sunnnary of the Daily 
Discrepancy Notices sent when the For- 
warded Reports are checked. Agents' 
Classified Debit for the month is then pre- 
pared and sent to our Auditor of Rev- 
enue, in which office Form 14()2 is prc- 
j)are(l anrl sent to niroiits. 


When it is remembered that about 
1,900 Received and Forwarded Reports 
are received and handled in this office 
each day, one can surmise what a monu- 
mental task has been accomplished. 




During the time the operations pre- 
viously outlined are being performed, the 
local waybill passes to the forwarded 
clerks, as heretofore stated, and is 
checked against the Forwarded Report. 
If the Receiving Agent does not report a 
waybill fifteen days after date of issuance, 
a tracer is sent to ascertain why it has 
not been reported. If this tracer, after a 
reasonable wait, does not elicit a reply 
from agent, the waybill is arbitrarily 
added to his account and agent notified. 
If freight agents would report waybills 
and corrections the date they are re- 
ceived, a volume of tracing and recording 
could be eliminated. 

After waybills are checked against For- 
warded Report, ''Date Reported" by Re- 
ceiving Agent noted thereon, the^/ are 
sent to the Waybill Revision Bureau. 

The Waybill Revision Bureau examines 
as to accuracy of rates, divisions, routes, 
weights, etc., about 550,000 waybills per 
month (400,000 local and foreign way- 
bills reaching this office attached to Re- 
ceived Reports, and with Forwarded Re- 
ports 150,000 tissue copies of waybills to 
foreign roads). This bureau then passes 
the waybills to the Comptometer Bureau 
(see Figure 10). 

The Comptometer operators revise the 
waybills issued and received as to accu- 

racy of extensions and additions. This 
bureau performs a great amount of other 
work outside of waybill revision, includ- 
ing prorating local system revenue by 
grand divisions, also interline settlements, 
and working ton mileage, payrolls and 
various other classes of work. 

The foreign waybills when revised by 
the Waybill Revision and Extension Bu- 
reaus are passed to the waybill shifters, 
who place them in foreign road and way- 
bill order, and are then turned over to the 
Elliott-Fisher operators (see Figure 8). 

These operators prepare abstracts for 
about 117 foreign roads, with which in- 




terline through billinp; arrangements are 
promulgated. This bureau also works 
on ''piece-work" basis. As many as 
eight to ten carbon copies are i)repare(l 
by these machines, the numbcT of car- 
bons de]->en(ling upon the number of for- 
eign roads interesttnl in the waybills ab- 
stracted, all of which roads are furnished 
with a copy when monthly settlements 
are made. 

The following features in the ])r(^i)ara- 
tion of Forwarded and ReceivcMl R(^]^orts 
are important 
and if agents and 
cashiers closely 
adhere to same, 
it will materially 
assist the audit 
office and avoid 
considerable un- 
necessary corres- 
pondence and 
delay : 



Report Form 

D. S., 1-A 

Prompt pre]i- 
aration and mail- 
ing of these re- 

Proper listing 
of com m o d i t >' 
numbers in con- 
f o r m i t y wm t h 
shown on bill- 

tissue waybills 

when shipments are waybilled to foreign 

Furnishing corrections covering addi- 
tions and deductions as reported. 

Daily Received Report 
Form D. S., 2-A 

Prompt preparation and mailing of 
these reports. 

See that all waybills reported are 
enclosed with the report, securely at- 


Keport all waybills as issued, or as cor- 

See that all corrections an* enclosed 
willi the re[)ort. 

Reports must invariably he signed by 

In writing this article the writer en- 
deavored to demonstrate i)rincipally th<' 
uses of the labor-saving devices. A great 
number of the inter-otfice movements of 
the work not performed on the machines 
was passfHl over lightly. These devices 

a r e n o t o n 1 >• 
" labor -savcTs," 
l)ut ''brain- 
savers" as well. 
An enormous 
amount of men- 
tal fatigue and 
strain is dis- 
1) e n s e d with 
where reports 
balance at first 
check, when run 
through these 

The k e >• - 
l)unching ma- 
chines, tabula- 
tors and sorting 
machines are 
practical and can 
be adapted to 
any class of 
work, as their 
uses are un- 
limited. These 
machines and 
labor-saving de- 
vices supplied 
the missing link 
in handling our 
daily system of accounts, and are now 
a part of our organization, so much so 
that they enable us to get out our 
settlements in advance of any other 

The organization of the office of Audi- 
tor Merchandise Receipts, where these 
machines are used, comprises IVM) clerks, 
divided into thrcH* grand divisions. These 
are again sub-divided into eight bureaus, 
which are again sub-divided into seven- 
teen groups. 

It takes five clerks a day to oi>en and 



sort the reports and mail received in this 
office. An idea can thus be formed of the 
volume of mail received daily. 

It anight be mentioned that after the 
work for the month is completed, all re- 
ports and waybills are bound in this office 
}3y means of an electrical binding ma- 
chine (see Figure 12). Approximately 
1,100 records are bound each month. An 
enormous saving is apparent from a mone- 
tary standpoint, by having these records 
l:>ound here instead of by outside con- 

cerns, and every effort is put forth to 
facilitate and expedite matters, in order 
to reduce all possible lost motion. 

In drawing this article to a conclusion, 
the writer wishes to extend a cordial invi- 
tation to all interested employes, who 
have the opportunity, to call at the office 
and observe the machinery in operation, 
also to become fully informed on a sub- 
ject which is to our mutual interest and 
of vast importance to the Company of 
which each of us is a unit. 

Rank of Divisions and Districts in Train 






Illinois 1 

Toledo 2 

Indiana 3 

Pittsburgh 4 

Ohio 5 

Indianapolis 6 

Cumberland (W. E.) 7 

Cumberland (E. E.) 8 

Connellsville 9 

Baltimore 10 

Staten Island 11 

Monongah 12 

Newark 13 

Cleveland 14 

Philadelphia 15 

New Castle 16 

Chicago 17 

Wheeling 18 


Baltimore & Ohio S. W. . . 1 

C.H.&D 2 

Staten Island 3 

Main Line 4 

Pittsburgh 5 

Wheeling 6 

















Staten Island 

Wellston and Delphos . . . 




Pittsburgh. . 




Springfield and Ind'napolis. 

New Castle 



Cumberland . 


Ohio River 






Staten Island 


Baltimore & Ohio S. W. 


Main Line 










































The Little Model 

By J. M. Shellman 

Paymaster's Office 

B' LITPIE was the heart of (Iustav(> 
Vibcrt — as gay and ha])py as 
the glorious day itself, and his 
progress down the l^oulevard de 
Courcelles resembled a triumphal march. 
One could almost hear the blare of 
trum])ets and the clash of cymbals in his 
swinging stride and in the lilting air on his 
lips. Street sweepers half turned from 
their work to smile with him and from 
a corner a gendarme waved a greeting. 
Gustave's joy was as infectious as the 
bright spring day, and trul}' a bright 
spring day in Paris, wdien sadness seems 
to have no part in the scheme of things, 
is the most inspiring thing in all the 

Good cause had Gustave to be joyous, 
for, figure to yourself, would not two of 
his paintings hang in the Salon this 
year? Of a surety, yes! and to that 
crowning glory add the fact that still 
another painting had been sold on this 
very day. Old bills had been paid and 
the painter's heart was free from care, 
for the painting had brought in fifteen 
hundred francs! 

At the entrance to the Park ]\Ionceaux 
the triumphal progress of Gustave was 
arrested by a timid greeting. Turning 
his eyes from the colorful sky and the 
delicate tracery of spring foliage against 
it, the painter's glance came to rest on a 
pale, wan little girl who gazed wistfully 
up at him from over her l)asket of flowers 
while shyly holding forth a tiny bunch of 

It was a flow^er-like face that looked 
into Gustave's. The eyes were like twin 
pansies, but dark shadows la}- beneath 
them and the little cheeks were thin. 
The whole childish body bespoke dire 

The little girl's .sales had not been 
heavy that day, so with a pleading gesture 
she proffered the violets to Gustave. 

''Monsieur seems happy today. Does 
he not want a boutonniere?" 

Gustave drew himself up. He gazed 
down at the little flower girl a moment 
in silence. 

''How much sadness there is in the 
world," he mused. "Happy and wealthy 
today, tomorrow in contempt, because 
penniless. This child is poor, is strug- 
gling, and what chance has she, uncared 
for and abandoned in the moils of Paris? 
But what eyes she has — the eyes of a 
Madonna! She shall pose for me, by St. 
Denis ' and the hill of Montmartre." 
Then aloud: 

"How much is the tray worth?" 

"Oh, ]\Ionsieur, I cannot sell the tray!" 

"You are a good saleslady," he 
laughed; "I mean, how^ much for all the 
flowers on the tray?" 

Her face lighted up. "Ten francs,'' 
she answered. 

He produced the required amount and 
handed it to her. She looked at the 
tray a moment and then at Gustave in a 
puzzled wa}'. 

"How can vou carry them all without 
a basket?" 

" You must do that for me. I live just 
a little way from here, where I have a 
studio. I want you to come with me, 
and after you have decorated the room 
with flowers, I will have you pose for me," 

The little flower girl's eyes brightened 
with a passionate interest. To pose for 
a great i)ainter! This man must surely 
be famous, for his bearing, his jubilant 
spirit and his ready cash ])r()claimed him 
such. These reflections flashed through 
her mind for a moment; then the light 



THK HAi;ri.M()i(i; and oiiio i.mim.o^ i:s mm, yaw 


faded from lier eyes. The realization of 
tlie ra^s in which she was clothed, of \wv 
unkempt ncss. and ot" the surry s])ectach' 
she must make, swept over her with 
overwhehnin«>; forc(\ She, a drudge, to 
pose? How al)sur(ll hh)\\ utterly im- 

Gustave's soul had suddenly become 
a blazing; torch. It had needed just such 
a s))ark as this to set his g^enius aflame. 
He saw the wonders of this g;reat new 
chef-d'oeuvre si)readin«j out before him 
like a dream. Where his last pictures 
had been great, this theme would surpass 
them all. He would make himself truly 
famous. Glancing again at the child, 
the source of his inspiration, he suddenly 
noticed the blank look of d(\s])air in her 

^'Little one," he said, "you look wor- 
ried. Have I not paid you enough for 
the flowers? Do you think they are too 
beautiful to go at such a price? Ah, 
maybe you are hungry?" 

''No," she answered solemnly, '"tis not 
that; but I caniiot pose for Monsieur." 

''Cannot! Why?" 

She dropped her gaze fron\ his. A 
faint flush overspread her features. She 
gulped a moment to cover her embar- 
rassment, then spoke in a very low tone. 

"I am in rags, Monsieur." 

"If you had been dressed in any other 
way, my dear, you would not have 
attracted me. Come, let us cross the 
street; you will think better of it in a 
few moments." 

He took hold of her arm, anci together 
they crossed the boulevard and turned 
into the Rue Prony. Down this street 
about half a s(|uare they stopped before 
a handsome old residence. 

"M}' studio is here," said Gustave. 

"But, Monsieur, I cannot go in, you 
see I — I am in r-rags. Think how em- 
barrassing if I should meet any of your 
beautiful friends." 

"My beautiful friends," said Gustave, 
"you mean those who have hearts as 
cold as stone?" 

Suddenly the door op(Mied and Pierre. 
Gustave's companion, emerged from the 
house. HLs head was sunk on his breast, 
his hands were folded l)ehind him and a 
disap{x>inte<:l expression covered his face. 

Gustave advanced toward him with out- 
stretched anns and ]*ierre. seeing his 
friend, smiled gra\'el>'. 

" Dear Pierre," cried Gustave, grasjiing 
both his hands, "i have had success. 
Fortune has at last flaunted her golden 
wings in my face. Fifteen hundred 
francs, Pierre, and half of it is yours!" 

Pierre sucrumlKMl to the infectious joy 
of (iustave and a broad smile ])a.ssed over 
his face. Then (iustave 1(m1 him over to 
where the little flower girl was standing. 

'^This is a new model, Pierre, who has 
inspired in me the desire to ])aint a 
masterpiece, and she is just such a one 
as you have l)een looking for too, for 
many days." 

Pierre surveyed her critically for a few 
moments. Th(^ girl hid her face before 
his scrutiny. 

"Your face, httle one," said Pierre. 
"Let me see your face." 

She lifted her ej^es to his. He gazed 
at her a moment intently, then put his 
hand to his forehead and tell l)ack a pace 
or two. 

Gustave, alarmed, put out his arm, 
thinking his companion would fall. The 
girl lowered her eyes again. She did not 
understand the action of the newcomer. 

" What is the matter?" asked Gustave, 
alarmed. "You act as though you had 
seen a ghost. What has stirred 3'ou so?" 

"It is — vertigo," answered Pierre in a 
far off manner. Then he turned to the 
child and asked, "What is your name, 
little one?" 

"Cecile Coignet," she said simply. 

"No — it is not the same," he murmurerl 
under his breath, then aloud, to Gustave, 
" You have indeed found a treasure. Her 
eyes particularly have a chann about 
them that I like. luring her up." 

(Justav(^ was used to the eccentricities 
of his companion, so did not heed 
seriously what he had just seen; but 
the girl did not understand him, so as 
Pierre turned hack and preceded them 
into the house, she touched Gustave on 
the sleeve^ and drawing him close to her. 

"He frightened me; he acteil so 
(jueerly, Monsieur; 1 do not understand. 
He stared at me so hard. I know I am 
ill clad; but I must have reminded him 



of some one he has known. I am 
frightened. Please take the flowers and 
let me go." 

''He is eccentric," laughed Gustave, 
''but he is a wonderful artist and has a 
big heart, when once you know him. He 
wouldn't hurt a fly. You have nothing 
to fear from him." 

Thus reassured, she followed him into 
the house, up the three flights of stairs 
and into the studio. 

The room was full of light. Pierre 
had entered before them and was 
already busy setting a new canvass and 
assorting his brushes. Across the hall a 
tinkling mandolin kept time with a piano, 
and a baritone voice was singing lustil}^ 
Gustave listened a moment, then smiled. 
If there was one thing he liked, it was the 
jolly companionship of those two rollick- 
ing music lovers next door. 

Cecile stood for a moment in doubt as 
to her next move when Pierre looked up 
from where he was pottering over his 
brushes and paints. A friendly smile 
encouraged her. 

"Make yourself at home, Cecile," he 
laughed. "Our domicile is not so hand- 
some, but the air up here is refreshing, 
and now that Gustave has filled his 
wallet, we'll eat again." 

"Maybe," said Gustave. "Maybe." 

"Maybe?" ejaculated Pierre. "What 
are you talking about?" 

A sly twinkle appeared in Gustave' s 
eyes. He winked at Cecile. 

"Maybe," he continued, "if those two 
fellows next door will join us with their 
music, we'll enjoy the repast much 

"Gustave must have his little joke," 
said Pierre, looking at the little flower 

"You make me hungry," she ex- 
claimed. " I don't know whether you are 
famished or not, but I haven't had any- 
thing to eat since eight this morning." 

"And it's past three now!" added 

"Here's my can of tobacco/' invited 

"I'd sooner eat my flowers, they're 
sweeter," said Cecile, catching the atmos- 
phere of their playful banter. 

"Hold up on that," said Gustave. 
"You forget that I bought them from 
you. If you eat them, you will belong 
to me. NoAV decorate the room with 
them, just to see how prettily you can do 
it, while I go out and search for Madame 
Gaillard and have her get up a repast 
for us." 

When he left the room, Cecile began to 
decorate the studio with the flowers. 
First she placed a bunch of white lilacs 
right over Gustave's easel. This was for 
his youth. Then on the mantel she saw 
a vase and in this she arranged a great 
bunch of purple hyacinths. 

"You must stay there," she said, half 
aloud. "You are my own, the sweet 
symbol of my steady companion — 

She stepped back to the tray, which 
she had placed upon a small table, and 
taking from it a bunch of hydrangeas, 
went over to a plaster cast of Caesar, 
that stood on a shelf next to the wall, 
and placed them around the bust. 

"Those are for you," she said, stand- 
ing a little off to one side to admire the 
effect. "They are for you, 'Monsieur 
Cold Face,' because you resemble my 
mother, — who was so heartless!" . 

Pierre watched her, fascinated; but 
she paid no attention to him. In fact, 
she had almost forgotten he was in the 
room; but finally after she had arranged 
all the flowers that were in the tray, ex- 
cepting one remaining bunch of lillies 
of the valley, she looked around for a 
suitable place, and seeing that his easel 
was empty, placed them over the canvas 
he had just put there. 

"Those are for you," she said shyly. 
"You seem to have some worry. They 
are for you, for they are the symbol of 
the return to happiness . which I hope may 
soon come to you." 

Pierre said nothing, but looked straight 
before him, A mist gathered before 
his eyes. A sudden memory flooded 
his soul. Tears sprang to his lashes, 
and he buried his head in his hands. 
When he looked up again Cecile was 
stooping to pick up a fallen flower and 
as she did so, a small locket dropped 
out of the yoke of her dress and dangled 



from the small chain around hci- neck 
Pierre looked u}). A startled exi)ression 
crossed his face. 

"Where did you set that?" he 
stammered, pointing to the locket. 

(lustave soon found old Madame 
Gaillard, and after presentinp; to her the 
four months' rent that he owed, men- 
tioned the need of some refreshments 
•n his studio. The suave Madame con- 
ducted him into the kitchen, where he 
puffed at his briar and chatted amiably 
about his ^ood fortune, until she pro- 
duced a substantial cold lunch with a 
bottle of fine sauterne. 

Gustave was pleased, lie patted 
Madame's shoulder affectionately and 
with his precious cargo mountecl gaily 
up the stairs. 

When he reached the door of his studio, 
the music on the other side of tlie hall 
had ceased. No sound came from within. 
The door was slightly ajar and he was 
puzzled. Stopping a moment ])efore 
entering, he listened and a sob smote his 

Gustave was dumbfounded! What 
could have happened! He burst open 
the door and strode into the room, then 
stopped and stared in amazement at 
the sight that greeted him. 

Cecile was clasped in the arms of the 
stoic Pierre! Both were sobbing aloud, 
and through the sobs Gustave heard the 
words uttered brokenlv: 

'^ My father!" 

''My child!" 

Gustave walked quietly over to a 
table and put the tray on it. A sombre 
expression crossed his face and he ])egan 
to set the table, thinking it best not to 
interfere. He had always felt that there 
was some myster}- in Pierre's hfe, and 
now he realized that a great sorrow 
at one time must have befallen him. 
He had finished setting the tal)le when 
Pierre rose and laid the child on a 
couch. He came over to CJustave and 
threw an arm across his shoulders. 

"That is my daughter," he said, 
quietly, but with great emotion. ''She 
is thirteen years old. Ten years ago 
I was a poor student, residing in the 
Latin Quarter. ]\Iy wife, who had 

l)('(.'n my model, and I. were hai)j)y. 
Our little girl was three years old. 
Then my wife met an actor who was 
playing at the Odeon. She became in- 
fatuated with liim, ])ut when he offered 
to take her away, she courageously^ 
refused to go. l^ut he tempted her 
with all the luxuries of lifc^ and by say- 
ing that I would never amount to much, 
not having the talent of a yellow dog. 
One day we were entirely out of .food. 
I was desperate, knowing that the child 
must have something at all cost. I siezed 
some posters that I had l)een laboring 
on, determined to sell them at any price. 
I hurried from the little flat, soon dis- 
posed of the work and returned as 
quickly as I could." Here Pierre took 
a handkerchief from his pocket and dried 
the smarting tears that had gathered on 
his eyelids. Then he continued, "I 
burst open the door of the flat with a 
joyous shout, for my heart was glad at 
the thought that I had procured the 
food; but I found the place empty. 
]My wife had gone and had taken with 
her the child. She left a note which 
told me she would place the little one in 
an or])han a.'^ylum, where it would be 
cared for, and that she herself was going 
with Jacques, wdio was so gifted and so 
strong. You can imagine my grief, Gus- 
tave, upon reading this message. I was 
almost frantic. I searched Paris over, 
but could not locate her whereabouts 
nor learn where she had l)een, nor could 
I find an\' trace of the child; and that 
has been my secret sorroAv for the past 
ten years. But ah! Gustave, you have 
brought her back to me. I find that my 
wife died four years ago, after Jacques 
had abandoned her. 

"The poor woman never told Cecile her 
right name, but gave her the fictitious 
nanu* of Goignet; and just before she 
died, she handed the child the locket 
she now has about her neck, in which 
there is an old i:)icture of my wife, and 
told her to kee]) it alwa^'S in remem- 
brance of her mother. Gustave, I recog- 
nized the child as soon as I saw her this 
afternoon, for she is the image of her 
mother; only she needs nourishment. 
The locket and the picture confirmed 
what 1 had thouiiht. and now I want 



to thank you, for you have brought 
back to me the one thing in the world 
that could bring happiness into my life." 

''Pierre." exclaimed G.ustave, em- 
bracing him, ''I'm glad that I have 
played the angel in disguise, and I hope 
you will find complete happiness in Cecile. 
Go to her while I call our two musicians 
from across the hall. " 

Gustave soon had them in his studio. 
Pierre held the hand of Cecile and the 

happy little crowd sat down at the table. 
In the midst of the dining, Cecile got up 
from her place, and going over to Pierre's 
easel, took one of the lillies of the valley 
and placed it in the lapel of her father's 
coat. Then she leaned over and kissed 
him upon the lips. 

"That," she said, "is for us, dear 
father, because it is the symbol of what I 
hope is in store for us, — the return to 
happiness." ^ 

The Jennie Smith Home Fund 

By W. I. Steere 


WE wish to make one more appeal 
to the employes of the Baltimore 
& Ohio in behalf of this worthy 
cause. If all whose attention has 
been called to this matter by letter and 
through these columns would respond 
with small contributions the full amount 
would be speedily raised. 

Miss Jennie bought her home, 319 E. 
Street, N. E., Washington, D. C, eight 
years ago on the monthly instalment 
plan. By the time this matter was taken 
up she had paid by savings from a meager 
and uncertain income $1500.00 upon the 
premises; but was found to be nearly a 
year back with her payments and about 
to lose the place and all she had paid. 

We, who discovered her financial dis- 
tress, were very certain that Balti- 
more & Ohio men would want to be ad- 
vised of the fact, that they might come 
to the rescue; and the hearty response 
given, wherever we have been able per- 
sonally to present the matter, proves that 
our ground was well taken. 

Frances Willard, whose statue adorns 
the Hall of Fame in our National Capitol, 
and the only woman thus far accorded 
such an honor, once said: "There is no 
doubt that Miss Jennie Smith has shaken 
hands with more workingmen than any 
other woman living." 

The hands thus honored and strength- 
ened have been mainly those of Baltimore 
& Ohio men, and the work begun a third of 
a century past is still being pursued with 
all the vigor of her great loving heart. 

The chairman of the committee having 
this matter in charge has given his time 
without compensation, travehng over the 
Baltimore & Ohio lines as far as time 
would permit, collecting from employes 
in all departments as well as from many 
friends of Jennie Smith outside of rail- 
road circles. This was made possible 
only by the kindness of the Baltimore & 
Ohio Railroad officials, who have given 
the transportation for this purpose, the 
same favor having also been extended by 
the officials of the Southern Railway. 

We wish also to acknowledge a very 
substantial contribution from the em- 
ployes of the Washington Railway & 
Electric Company, under President King. 

It is desirable now that the balance of 
the collection be made by correspon- 
dence, if possible. Up to this time, Sep- 
tember 23rd, there has been collected 
$1089.30, leaving a balance of about 
$1500.00 yet to get to clear the home of 

Men, let us not fall down on this un- 
dertaking, which really means so small 
a sacrifice to each of us, but the aggre- 
gate of which will bring such relief and 
happiness to our dear old friend. 

Contributions may be sent to J. S. 
Murray, assistant to president, Baltimore 
& Ohio Railroad Co., Baltimore, Md., 
James H. Baden, secretary, Munsey 
Trust Co., 15th and H Streets, Wash- 
ington, D. C, or W. I. Steere,. Manassas, 

War on Loss and Damage 

Allied Forces of Transportation, Efficiency, Loss and 

Damage and Police Departments 

Move to Reduce It 



NE of the most interesting joint 
meetings ever held on the Balti- 
more & Ohio Railroad, and one 
which, in the opinion of those 
present, marks a new era of cooperation 
between the departments represented, 
and is destined therefore to effect a 
substantial decrease in the loss and 
damage of freight, was called to order by 
J. W. Coon, head of the Loss and Damage 
Bureau, in his oflSce on Saturday morn- 
ing, September 5th. In addition to the 
road men and claim investigators of 
the Bureau, with Mr. Coon and his 
chief clerk, P. C. Lynn, and the police 
captains with Mr. Leigh, the general 
superintendent of police, and his chief 
clerk, F. L. Schepler, there were also pres- 
ent C. A. Witzel, supervisor of transporta- 
tion and Mr. Emerson, special engineer. 
The key-note of the meeting was 
struck in Mr. Coon's opening remark, 
when he said, in referring particularly 
to the road men of the Bureau : 

''You men who are out along the 
right-of-way are in close touch with the 
actual operations we are trying to im- 
prove. You meet the men who handle 
the freight, you have access to the station 
records, you get in touch with the 
officials who can help you put into effect 
beneficial corrective measures, and I am 
glad to say 3'ou have been and arc 
enthusiastic in your work. No em- 
ployes on the System are more ideally 

situated than you to help us decrease 
the numerous claims the Company suffers 
continually in loss and damage and 
robber\\ By this joint meeting with 
the police captains, the other arm of the 
service which, with you, is most closeh' 
connected in a supervising way with this 
important work of reducing our claims, 
almost limitless opportunities for im- 
provement along these lines suggest 
themselves, and will be realized if your 
enthusiasm is maintained and the hoped- 
for cooperation is manifested. 

"Speakbig to the road men alone," 
continued Mr. Coon, "I urge you to get 
down to fundamentals. Meet the men 
whose work you are trying to improve. 
Let them know that you are endeavoring 
to make conditions at their stations 
better. Win their confidence by proving 
to them that you can relieve them of 
trouble and worry by helping sj-stematize 
their work. But be sure to get dowTi to 
fundamentals, and do not, of necessity, 
take at its face value the statement of 
any employe that conditions are thus 
and so and cannot be improved. 

"An instance of the beneficial result 
of exhaustive investigation came to my 
attention not long ago. An agent a1 
quite an important station had been 
telling our road men that he could not 
improve conditions, and that with the 
force he had at that time a conij^rehensive 
revision of his system was impossible. 




The man had been doing the work 
there for a long time. His system was 
encrusted with age and his daily ex- 
periences had made him a reactionary 
to progress. A change was made. A 
, new, progressive man took his place and 
the result was that within a short time 
we were having scarcely any trouble 
whatsoever in the handling of freight 
at that station 

'The road man should try to investi- 
gate the operation of each branch of the 
service at a station. If possible he should 
try to meet every employe. He should 
study the men's work, find out who is 
making the errors, try to have them 
corrected by a personal appeal to the 
pride of the person in question, and if 
this fails, make recommendations for the 
improvement of the service. No road 
man will be called away from investiga- 
tion of this sort until he has completed 
it. The Company w\ants 3^ou to clean 
up any station you start to investigate 
and not to half finish a job with the 
prospect of its lapsing back into its 
original unbusinesslike condition." 

Mr. Coon then explained that sixty- 
five per cent, of the entire loss and damage 
expense is due to either losing or damag- 
ing the freight, and that these two items 
should be given special attention. Con- 
tinuing, he said: "See that unmarked 
or improperly marked freight is promptly 
forwarded to our over warehouse at 
Braddock. Eighty-five per cent, of all 
unmarked or improperly marked freight 
sent to this warehouse during the past 
3'ear has been connected up and sent to 
proper destination. If allowed to lie 
around for three or four wrecks at any 
station before being sent in, the chance 
of getting it to proper destination and 
persuading consignee to accept without 
claim is greatly reduced. 

"In working with the individual em- 
ployes at a station trj^ to enthuse them 
with 3^our desire to remedy conditions. 
Let them know that you are trying to 
help them personally as well as to make 
a good record. Find out if they know 
why they are making certain operations. 
Make tliem realize that their work is 
not pure routine, but that they have a 
vital interest in the intelligent handling 

of their jobs, and that only by taking 
such an interest can they realize the best 
of their opportunity. And remember that 
you cannot intelligently broach this sub- 
ject to a man until you understand how 
well or how ];)oorly he is handling his job. 
In other words, put the errors uj) to the 
individual who is making them and try 
to help him. 

"Large damages result from leakages, 
either accidental or designed, from pack- 
ages. The prom])t services of a cooper 
where much of this occurs would go a 
long way toward preventing such losses, 
and where such a condition exists it is 
up to you to make intelligent recom- 

Mr. Coon then referred to twenty-five 
damage reports which he had received 
that very morning, all of which resulted 
from the soaking of consignments by 
w^ater; also to nine reports of damage to 
goods by oil stains, where perishable and 
valuable merchandise had been placed 
on car floors which were saturated with 
oil. He also recalled a personal experi- 
ence where he found well-wrapped and 
expensive wall papers lying in a car and 
covered with green hides, the moisture 
from which had soaked through the 
packages underneath and ruined the 
contents. Continuing he said : 

"In talking to the general manager the 
other day he emphasized the necessity 
of your keeping a close watch on the 
handling of cars, particularly in terminals. 
All of you in the op(n-ating department 
realize how much damage is caused on 
account of rough car handling in the 
yards. Your supervision is not supposed 
to be for the purpose of reporting in- 
dividuals, but of getting a general idea 
of how cars are being handled so that 
you will be able to discuss and rejiort 
on this condition intelligently. 

"With the splendid viewpoint which 
you get of conditions all over your 
territory- , it is you men who can best 
suggest corrective measures. After all 
our detailed hard work the same old 
unsatisfactory conditions will obtain un- 
less you remedy the fundamental defici- 
encies in our system. To this end we 
are planning to give our road men 
smaller territories where the idea of 



individual responsibility will be felt to a 
greater extent, and where you can more 
properly expect tangible and resultful 
effects from the proposal and adoption 
of new methods. 

"In this connection you will be glad to 
know that the very first experience we 
had with the postal cards which we 
furnished our local conductors was, viz. : 


A conductor on one part of the Phila- 
delphia Division reported by postal card 
that he was over one package. In the 
same mail a card was received from 
another conductor on the same division 
that he was short the identical package. 
You can see how easily proper disposition 
was made in this case, and understand 
how much investigation the intelligent 
use of the cards saved the Company, 
and how pleased the two conductors 
themselves were at the happy result of 
their cooperation. 

''If there have been any barriers 
between the police captains and the 
road men up to this time, I am sure that 
on account of our being here together this 
morning they are now demolished, and 
I feel that if this result alone has been 
secured by this meeting it will have been 
well worth while. Get to know all the 
men on the police force in your territory, 
tell them your experiences, compare 
notes with them, and with them try to 
work out those corrective measures you 
want to put into effect. Police captains 
have had much experience in dealing 
with men. When they give you the 

result of this experience it will be in- 
valuable to you. 

''I need not dwell at length on the 
necessity for economy in every direction. 
Practically every railroad man in the 
country today realizes the unprecedented 
restricted condition of the railroads' 

"Finally, remember that we are not 
Loss and Damage men primarily. We 
are Baltimore & Ohio men first, last and 
all the time, and the interests of the 
railroad as a whole should be paramount 
with every one of us. Where your 
investigation seems to be in conflict 
with the prerogatives of another depart- 
ment, try to reconcile your actions so 
that they will be in complete accord 
with all with whom you come into 
contact. This is the only way to get 
enduring results, and I know that you 
will all use your best judgment to the 
end that the entire employe body shall 


work together harmoniously for the best 
interest of the Company as a whole.'' 

Mr. Coon then presented Mr. Emerson, 
special engineer, and a more appropriate 
talk, and one which more clearly empha- 
sized in general the points which Mr. 
Coon had specifically made can hardly 
be imagined. 

"Today," said Mr. Emerson, "we are 
witnessing the most magnificent exhibi- 
tion of efficiency which has ever been 
shown in so short a time in the history 
of the world. Three weeks ago two 
million German soldiers were mobilized 
in an almost unbelievably short time 
and a substantial portion of them are 



now within thirty miles of Paris, the 
goal at which thoy aro aiminji:. No 
matter what we think of the j)rincii)h's 
actuating them or the spirit back of 
r their movements, no matter what our 
opinion about the justice of their actions, 
we cannot help but admire unreservedly 
the splendid efficiency which has enabled 
them to accomplish the re-ults alr(vidy 


attained, even if they are now to })e 
halted and driven back. 

"This exhibition of national efficiency 
is, on a large scale, the very thing that 
you of this meeting are trying to obtain 
in your important work. 

"As a contrast to the German pre- 
paredness and activity, let me cite an 
instance in our ow^l Spanish-American 
war. In the march of the army train 
from the coast of Cuba to San Juan, a 
heavily loaded truck in the vanguard 
sank into a quagmire in the road. Addi- 
tional horses had to be brought from the 
rear to i)ull it out, and you will hardly 
believe me when I say that the same 
operation was repeated with the three 
hundred and eighty-seven transport 
wagons which followed. I need not 
tell you that with their wonderful 
system, such a condition would not be 
tolerated in the German army, any more 
than it would be in our own today. 

"The reason the great effort which 
the French peo])le made to dig the canal 
across the IsthmUs of Panama failed 

and our own oi)erations there were 
successful, can be summed up in th<* words, 
'operating efheicMicy.' We made the 
territory in which our men worked 
habitable and healttiful before attenii)t- 
ing any actual work. We eliminated 
graft; in .short, we established an efficient 
sj'stem of operation before we began to 
make the dirt fly. 

"Just one more illustration of how 
system and careful j)lanniiig beats sj^as- 
modic and enthusiastic misapplication of 
energy in getting results. Hundreds of 
cities throughout the country have adopt- 
ed the slogan, 'Swat the Fly,' with 
commendable purpose but woeful lack 
of results. In Seattle they learned 
early in the game that it takes seven 
days to breed flies. They put through 
an ordinance and enforced it against 
allowing offal to exist exposed longer than 
three days. Without offal, fly eggs do not 
develop into flies, and the re^sult is that 
Seattle is a flyless community. 

"Not only is the daily grind for results 
in a small and temporary way un]")rofitable 


in the long run from the stand])oint of 
what you attain, but such work is bound 
to kill initiative and interest. Find out 
the basic trouble in the operations you 
are investigating and remedy them. Do 
not let up on the specific trouble but 
when you find out what it is try to relate 
it to the general condition and ascertain 
the fundamental deficiencies in the sys- 
tem. 'Swat the Fly' when you see it, 
l)ut do not fail to clean u]) th(^ offal which 
breeds the flv." 



Many of the men at the meeting knew 
Edmund Leigh, general superintendent of 
pohce and the next speaker, for in addi- 
tion to the pohce captains on his own 
force, he had met all of the roadmen of the 
Loss and Damage Bureau soon after he 
became connected with the Baltimore & 
Ohio last spring. Most of his hearers 
were fully prepared for the comprehen- 
sive and thorough manner in which he 
treated his subject, the readiness which 
he showed in pointing out weaknesses 
which inevitably occur in large organiza- 
tions such as the police department, and 
the illuminating way in which he brought 
his large and extraordinary experience in 
detective work to bear upon the matters 
under discussion. 

''It was very fortunate for me," he 
said, in beginning his talk, ''that in choos- 
ing one of several departments with which 
to associate myself during a period of in- 
vestigation lasting over two months and 
before I was formally attached to the 
police department, I chose the Loss and 
Damage Bureau, for I soon found that in 
my examination of its activities I got the 
very information essential to beginning 
my own work right. My association with 
the men of this bureau has proved inval- 
uable to me and my experience with them 
should be taken as a lesson by every one 
of the men connected with the Police De- 

"It was illuminating to me to discover 
that the captains that were doing the 
most efficient work when I came with the 
Company were those who knew best and 
worked closest with the roadmen of the 
Loss and Damage Bureau. This is only 
natural, for the roadmen have access to 
the stations where so many of our robber- 
ies occur, and being in a supervising and 
investigating position, are able to get and 
give information which can help our men 
in their work tremendously, if they will 
only use it. This observation should be 
enough to make you captains want to 
know intimately the roadmen in your 
territory, but I want to urge upon you 
emphatically the necessity for doing this 
and I am sure that it will bring about 
good results. You cannot reahze your 
best possibilities until you do this. 

"It is not, however, the loss and 

damage men alone with whom captains 
should be in close cooperation. A captain 
occupies a unique position on the rail- 
road. He has absolute charge of a very 
important phase of railroad activities. 
He can be one of the most useful or one 
of the most useless men in his territor}^. 
He can know the superintendent, the di- 
vision engineer and agents, he can get 
important information from them and he 
can give them equally important infor- 
mation; all of which will redound to the 
best interests of the Company. And the 
ideal captain is the one who is so valuable 
that the division superintendent, for his 
own best interest, leans heavily upon the 
corrective arm of the service in his terri- 
tory. The captain can be of assistance 
to practically every employe on his divi- 
sion and every employe can certainly 
help him in a peculiar way. In view of 
this it is certainly worth while for every 
one of our men to try to have the good 
will and best interest of as many em- 
ployes as possible. 

"Not only on this railroad but on others 
the policeman has come to be known in 
an entirely false light. He has been a 
policeman pure and simple and not an 
important representative of the railroad. 
We are gradually trying to correct this 
condition and want our men to be so 
highly esteemed that they will become 
the confidants of all Baltimore & Ohio 
men with whom they come into contact. 
In its very nature the position of a police- 
man is strong. He has the law back of 
him, he has unusual facilities for investi- 
gation and it is only fair to say that he is 
supposed to be a man of greater discrim- 
ination and experience in handling men 
than is the ordinary employe. The 
trouble has been that he has not made 
sufiicient use of his strength. He has 
been a man who has made perfunctory 
investigations, has followed in the foot- 
steps of his predecessor and sometimes 
has, but more times has not, accom- 
pHshed adequate results." 

Mr. Leigh then discussed in some de- 
tail the copper stealing situation, making 
it plain that the losses to the Companj^ 
on this commodity, which produces a 
very considerable part of our revenue, 
have been enormous and that little has 



actually been done to stop them. He 
also mentioned one or two ch!ing;es which 
had been made in the investigation of 
iosses on this commodity, whi(^h seem to 
hold out very good hopes for bringing 
about an improvenuMit. 

"The 'coal tipple man/ " continued Mr. 
Leigh, "is a relic of the past in the Police 
Department on this System. If he is onh^ 
a figurehead without initiative he has no 
place in this department. We want men 
whom we can promote, for if a man is not 
worth being promoted, he is not worth 
having in the police service at all. 

''It is unfortunate but true that rail- 
road policemen have not been taken very 
seriously by the legal authorities in the 
territories in which they work and there 
are a number of logical waj's to account 
for this. We men, however, cannot get 
the results we are after unless we have 
the respect and confidence of the muni- 
cipal police and legal officers. Every 
poHce captain on our System should 
know the judges and the police captains 
in the territory in which they operate 
and he should know the peculiarities of 
the legal procedure, so that he may seize 
every opportunity it offers in that par- 
ticular community to enable him to ac- 
complish results. Another thought that 
suggests itself here is that of studying 
men, and unless our captains make this a 
habit they will never get the best out of 
their subordinates nor themselves reach a 
high state of efficienc3\ 

"It seems to me that every shortage in 
a sealed car ought to be treated as a rob- 
ber}^ by the police department until it is 
proved that the shortage is due to either 
loss or damage. The loss and damage 
phase of each short report can properly 
be handled b}^ the roadmen of that 
bureau. And unless evidence is clear 
that the shortage is due to loss or damage, 
the police officer should consider it as a 
robbery and investigate on that basis. If 
it is finally discovered that the suspected 
robber}^ was caused by an accidental loss 
or damage, the investigation will have 
done no harm and you will be so much 
further along in the game. Police cap- 
tains recovering goods should not keep 
them in their offices. They should be 
sent immediately to Braddock, where so 

much of the unclaimed and unidentified 
fr(Mght is identified and sent to the proj)er 
consignee with resuUant saving of chiim. 

"The interest manifested in this meet- 
ing and the results which I Ix'heve will 
come of it make me want to say with 
emphasis that I believe that one of the 
most helpful things you can do is to have 
frequent me(>tings with your men. Dis- 
cuss conditions with them, compare ex- 
l^eriences and let them know that yofi are 
exercising careful supervision over their 
work and trying to help them in every 
way you can. 

"The recent robbery of a paj-master in 
West Virginia, with the resultant killing 
of a number of men, should make us 
realize what tremendous responsibility is 
invested in this department in the protec- 
tion of our paymasters. I have heard 
very good reports about the protection 
our men have afforded in the past and 
know^ that it has been appreciated. If 
anything should happen to one of our 
paymasters when under the protection of 
this department, I feel and I know that 
you all feel that it would be a reflection 
upon us which could scared}' ever be re- 
moved. Let us be extremely careful and 
vigilant in this particular part of our work. 

"And this brings up the subject of pro- 
miscuous shooting. You men know me 
w^ell enough to realize that I have a 
horror of the taking of life, so I need not 
urge 3'ou to resort to fire-arms onh' in th(^ 
last extremity, or when your cool judg- 
ment dictates that 3'ou are dealing with 
a- person who cannot be handled in any 
other way. You know the type of rail- 
road thief well enough to determine 
whether or not he is a bad man with 
whom no chances can be taken. With 
such 3'our ])rivilege and duty is clear. 

"Most of the ca])tains with whom I 
have talked agree with me that they have 
been doing too much office work. Each 
captain should rememljer that he is the 
intellectual leader of his own force. That 
it is he who should lay plans for more 
efficient work, think up new schemes for 
the protection of ])roperty and the detec- 
tion of evil doers; in a word, that he is in 
his job to su})ervise not office detail, but 
field operations which get the results; 
that it is his initiative and creative 



ability which will enable him and our 
department as a whole to make a good 

''In my opinion/' continued Mr. Leigh, 
''there is no abuse suffered by the rail- 
roads today comparable to that which 
results from illegal trespassing on rail- 
road propert3^ The trespassing itself is 


bad enough, but it is the greater abuses 
which this practice leads to and which we 
ought to bend every energy to wipe out. 
And. with proper cooperation between us 
and the local and state authorities 
through which our lines run, there is no 
reason why great improvement should 
not be made along these lines. The 
freedom with which our trains are 
boarded by tramps and other individuals, 
who try to beat the railroad out of their 
transportation charges, is extraordinary. 
Long abuse of railroad property seems to 
have led these people to believe that 
freight trains and the sleepers and trucks 
of passenger trains are free berths for them 
to occupy whenever they will. It is a 
great reflection upon the police system of 
our country as a whole which has made 
it possible for this condition to exist. A 
clearer understanding of the rights of the 
railroad, which is just as much private 
property as the commodities on the coun- 
ters of a dry goods shop or a grocery 
store, on the part of municipal and state 

authorities as well as of our railroad 
police, will, I feel sure, go a long wa}^ 
toward remedying the aggravating con- 
ditions under which we are now working." 

Prior to the adjournment of the morn- 
ing session for luncheon, C. A Witzel, 
supervisor of transportation, who was 
unable to remain for the afternoon meet- 
ing, was introduced and said in part: 

"I am a hearty believer in meetings 
of this kind and think that more 
of them will tend to make for greater 
efficiency, harmony, cooperation and 
cohesiveness, which I am convinced are 
not present in our work in as full a 
measure as they might be. This is 
stated without reflection on anybody, 
but the fact is that all departments work 
for their own interest, and sometimes 
individuals in these departments lose 
sight of the greater and broader effect 
on and benefit to the Baltimore & Ohio. 
This is particularly true of specialists 
such as myself. We all work for certain 
results and are apt to lose sight of the 




other fellow's viewpoint, so that I say 
that periodical meetings of all interested 
on different subjects should be held to 
harmonize our respective views. In no 
better way can the service be improved 
and the good will of the public retained, 
and as I see it, the greatest asset the 
railroad companies have today is the 
good will of the pubUc. 



''Since specializing on merchandise ton- 
nage, I find some unfavoralile comment 
made and it is occasionally classed as a 
great hardship. If all of our merchan- 
dise movement were on the main line 
in just two directions, the problem of 
proi)erly moving it without unnecessary 
delay would be comparatively simple, 


but our System is so great that the move- 
ment takes place in every conceivable 

"The loading order provides for the 
loading of cars so that the average way 
car travels about 80 miles, the average 
direct car, exclusive of traps, about 180 
miles. Twenty-five per cent, more mer- 
chandise moves west than east. Were 
it not for this condition the empty move- 
ment over the line would be very mate- 
rially increased. It is estimated that 
the avoidance of loading a merchandise 
car saves approximately 89.00, so that 
you gentlemen ma}' readily understand 
what a great piece of economy' it is to 
cut out the unnecessary car. 

''It is suggested that the loss and dam- 
age people, as well as all interested in the 
subject, should observe good loading as 
well as bad, and cite such cases for the 
benefit of all concerned. The roadmen 
of the Loss and Damage Bun^au are doing 
good work and I shudder to think what 
the situation would be were it not for 
their effective cooperation. 

"I would also suggest that there be a 
more uniform and comprehensive method 
of identifying freight; all freight should 
be stamped in some form or another to 
enable an^'l^ody receiving it to determine 
where it came from and possibly what 
should be done with it. Attention should 
also be paid to the extra care required in 
picking up freight i)lat formed for want 
of emi^t}' cars placed: if sufficient emjities 
are not available at a transfer station 
and it is necessary to unload a car. 
docking the freight temporarily, the 
greatest possil)le care shoukl be exer- 
cised to prevent such freight from going 
astray, because it has been ni}- observa- 
tion that that is one of the greatest causes 
of astray freight. 

"I think, too, that if a box is broken or 
racked l)adly or any container damaged, 
it should be an ol)Iigation to repair it so 
that the damage will not continue or 
increase. The fact is that at many 
stations receiving such packages a damage 
notation is made on the expense bill 
"received in damaged condition," "box 
broken," or some such notation and this 
notation is taken advantage of b}' the 
consignee. We should deliver the goods 
in the same condition that we receive 
them and this is our only obligation. 
The fact that the container is not in per- 
fect order does not necessarily mean 
damaged contents; however, as stated 
above, advantage is taken of such nofa- 
tions very often. 

"It seems to me also that the faults in 
the classification should be more com- 
monly cited. An agent knows by ex- 
perience what causes trouble in the way 
of packing, etc., and should not once nor 
twice nor occasionally, but in every 
instance that such cases come to his 
observation, cite them to his superiors 
for consideration when the classification 
committees have occasion to meet. 

"I believe, too, that not enough atten- 
tion is paid to trimming. In other words, 
stowing may be good but the trimming 
for movement is not, and this is pi\r- 
ticularly true with reference to the trim- 
ming for temporary or small amount of 
switching, at lunch time or to replace 
one car with another, etc. Too many 
chnnecs nro tnk(Mi. This should be one 



of the principal subjects for considera- 
tion by all traveling representatives. 

''Stress should be laid upon the neces- 
sity of coaching new men. Unfortun- 
ately our help is more or less of a shifting 
character so that an organization should 
always provide for the instruction of 
new men. This is often neglected, with 
the result that such men commit great 
faults and many of them before they are 
fully conversant with their duties. 

"It has been claimed that heavy load- 
ing is the direct cause of great loss and 
damage. This I wish to dispute. In- 
correct heavy loading undoubtedly causes 
damage but the correct heavy loading 
of cars does not. At a test made some- 
time- since which included 4268 cars, it 
was found that the heaviest loaded cars 
and the extremely light cars rode the 
best. Those loaded with medium quan- 
tity invariably caused greater damage, 
and as the test was based on the. number 
of shipments contained in the car, the 
result must be conclusive. In sum- 
marizing the loss and damage situation, 
I believe that the greatest increase in 
loss and damage is due to fragile packing, 
some poor stowing, poor trimming, the 
mixed character of freight, and rough 

"I might also state that in the past ten 
years the American Association of Freight 
Agents has considered loss and damage 
forty-seven times, or approximately ten 
times more than any other subject. 
During the 1914 convention over half 
of the time was consumed in the dis- 
cussion of this topic so that it will be 
seen that the Baltimore & Ohio, with its 
standard of tonnage requirement, is not 
alone in the seriousness of its loss and 
damage situation. On the contrary, it can 
be shown that some railroads having no 
tonnage requirements, have greater loss 
and damage accounts per tons per ship- 
ment and in ratio to the earnings." 

At the afternoon session, which lasted 
from two until nearly six o'clock, many 
other points were brought up by Mr. 
Mr. Leigh and discussed by him and his 
men, and the freedom of all present in 
offering suggestions and objections, and 

in debating pro and con the merit of the 
numerous plans promulgated for better 
service, made it quite apparent that all of 
the captains were taking a renewed in- 
terest in their work. 

"Before concluding the meeting," said 
Mr. Leigh, 'T want each man to vote on 
what are the things which are giving us 
most trouble, the most important sub- 
jects for us to concentrate on durng the 
next three months. At the end of that 
time we will have another meeting similar 
to this one, and between now and then 
we will devote special attention and care 
to four subjects, and see what the results 
are at the end of that period." 

Ballots were then distributed among 
the police captains and after a number 
were taken and the suggestions were 
sifted, it was found that a majority of the 
men felt that the four following subjects 
need the most careful and immediate at- 
tention : 

1. Train crews riding on local mer- 
chandise cars. 

2. Local cars opened at stations by 
draymen. Delivery of goods taken with- 
out representative of Compan}^ present. 
Merchandise cars left overnight at sta- 
tions and on sidings without protection 
of seals or station locks. 

3. Local merchandise cars arriving at 
terminals without seals. Conductors 
failing to report same to yardmasters. 
Yardmasters failing to seal same after 
receiving report. 

4. Defective fastenings on car doors; 
where possible give commodity in car and • 
say where loaded. 

It was almost six o'clock when this bal- 
loting had been concluded and the meet- 
ing was declared adjourned. But it was 
noted from the conversation of the men, 
who had supper together in Camden 
Station restaurant, that much food for 
thought had been brought up during the 
meeting; that a new spirit of investi- 
gation had been stimulated and that each 
person who had attended the meeting 
felt that it marked a new era of coopera- 
tion between the departments repre- 
sented which T\dll result most favorably 
for the Company's interest. 

New Dairy Cars 

ADVANCED steps in the interest 
of public health have been taken 
by the Baltimore Sc Ohio Railroad 
with the placing of four modern 
and sanitary dair}^ refrigerator cars in 
service to handle milk daily between 
points in Ohio and the Pittsburgh market. 
The new cars which were built in the 
Mount Clare shops, at Baltimore, accord- 
ing to specification approved by the 
United States Department of Agricul- 
ture, will insure the arrival of milk in 
Pittsburgh at a temperature of forty-five 
degrees from the creameries at Ravenna, 
Newton Falls, • Chardon, East Claridon, 
West Farmington, Painesville, Chicago 
Junction and intermediate points after a 
run of five hours. All possibility of the 
growth of bacteria while milk is in transit 
is removed, health authorities and rail- 
road officials stating that the new cars 
will retain their uniform temperature for 
fort^'-eight hours with but one icing when 
the thermometer registers ninety degrees. 
The interior finish of the cars is of white 
enamel, affording ever}^ precaution 
against the harboring of germs and in 
harmony with the general cleanly appear- 
ance. In appearance the cars are the 
same type as postal cars, being sixty feet 
long and so constructed as to provide 
practically hermetical sealing, which is 
essential in the hauling of milk for long 
distances from dairy regions to central 

"Milk Refrigerator" is lettered on their 
sides in gold leaf. The cars have double 
floors of yellow pine and are covered with 
"flexolith," the most improved sanitary 
floor covering in use. The material i)er- 

mits of a thorough flushing of the cars in 
cleaning the equipment. 

The cars are designed for brine refri- 
geration and represent the highest devel- 
opment in scientific refrigeration of milk. 
In each end are ice bunkers, extending 
from floor to roof, containing six brine 
tanks in which are carried ice and salt. 
Two bulkheads five inches thick with 
refrigerator doors, are built across the 
cars on each side of the center doorways, 
thus creating two cold storage compart- 
ments with a floor space of 176 feet each 
and with capacity for thirty ten-gallon 

It was the result of prolonged effort by 
the Department of Agriculture that every 
safeguard be taken for the protection of 
milk from deterioration en route which 
suggested the new cars. The practice of 
dealers is to pre-cool before loading, so 
that the new cars will be saved a change in 
temperature and bacterial growth will be 

The average haul of milk to the Pitts- 
burgh market is 130 miles, from i)oints in 
northern Ohio, but the iwssibility of con- 
tamination while in the new-design cars 
has been removed. Experts from the 
Department of Agriculture are showing 
keen interest in the new equipment, and 
it is likely that the specifications will be 
adopted as the standard in the future con- 
struction of dairy cars. Daily records of 
the temperature are being taken, to- 
gether with data as to the quantity of ice 
consumed and other information bearing 
on changed conditions in dairy product 
transportation through the advent of the 
new cars. 

Before the cars were put into service, 
they were opened for pul)Iic inspection 




and were visited by health authorities, 
physicians, milk dealers and representa- 
tives of the press. The cars are in 
regular service between Chicago Junction 
and Pittsburgh, at which points icing 
stations have been estabhshed. They 
are expected to make a round trip before 
being repacked and will arrive in Pitts- 
burgh from Chicago Junction and Paines- 
ville on train No. 10, at 10.10 P. M. 

Enormous Cost of New Ter- 
minal Improvements 

WRITING of the problems of the 
American railroads in providing 
terminal facihties for handling 
the growing commerce incident to 
this country's development, John Findley 
Wallace, who was the first American 
Chief Engineer of the Panama Canal, 
and is an authority on railroad and ter- 
minal construction, thinks that the 
United States of the future must concern 
itself more over the extension of exist- 
ing transportation systems — particularly 
their terminals — than with projecting 
new lines. 

Mr. Wallace is well quahfied to express 
an opinion concerning the needs of Amer- 
ican transportation systems, having had 
wide experience in railroad work and 
having been engaged in an expert capac- 
ity in solving terminal plans of Chicago 
and other cities where congestion exists. 
In analyzing terminal conditions Mr. 
Wallace comments upon the situations 
in what are termed the ''centers of trans- 
shipment" in American commerce. He 
points out how Chicago changed the 
course of a river, at a cost of $6,000,000, 
to unmanacle congestion and how New 
York plans to build railroad yards be- 
tween Sixtieth and Seventy-second Streets 
on some of the most costly property in 
the world, and tunnel to the Battery. 
Other city plans, such as Baltimore's 
''Key Highway" and Philadelphia's elec- 
tirfication are 'discussed by the eminent 

As a reason for the behef that terminals 
of proper size offer the best solution of 
congestion, Mr. Wallace refers to the 

the Delaware and Hudson Railroad, who 
estimated that railroads are in possession 
of freight cars cars sixty per cent, and 
shippers forty per cent, of the time 
consumed in handling freight. Mr 
Loree further stated that shifting and 
interchange consume ten hours of each 
twenty-four hours that a car is in the 
hands of the railroads. 

Should an unexpected boom in busi- 
ness come, serious terminal congestion 
at the big shipping centers might mean 
the creation of a new major center of 

The serious congestion in 1906 is cited 
by Mr. Wallace as an example of the 
difficulty experienced by shippers and 
which was termed by the Interstate 
Commerce "A virtual paralysis of busi- 
ness." At one time in 1906 there ex- 
isted a car shortage of 90,000 cars — due 
largely to terminal congestion — and the 
situation was relieved only by the busi- 
ness depression which almost like magic 
transformed the shortage into a surplus 
of 40,000 cars. 

"A group of railroads in reply to an 
inquiry," writes Mr. Wallace, "have 
furnished a detailed computation show- 
ing that they would spend in terminal 
development in the next five years if 
they could obtain the necessary capital 
an average of S3,312 per mile of track, 
which for the period would total 
$1,317,000,000. To borrow this sum at 
five per bent, would impose an annual 
interest charge of almost $66,000,000." 
But Mr. Wallace states that the net 
corporate income of the railroads of 
recent years has been at such a figure 
that the railroads have been unable to 
compete with manufacturers in raising 
new capital. 

The Point of Contact 

SOME railroad men think a mistake 
was made when the railroads did 
not change over to the telephone 
as a means of train dispatching 
and inter-communication at the expira- 
tion of the basic patents on that device 
fifteen years ago. 

The reason they give is more than one 

statement of president L. F. Loree, of of direct economy of operation and is this : 



Where the railroads have suffered most 
from an adverse pul)lic opinion is in tlic 
rural districts. In the remote stations 
alonp; their ri^ht of way and wluu-e the 
farmer does most of his business with a 
railroad, they have been compelled to 
select a man for station agent by reason 
of his ability as a telegraph operator 
rather than his general capa})iHties as a 
station agent, 

and which might 
include a knowl- 
edge of freight 
traffic, but above 
all, a man with a 
knowledge of, 
and an acquaint- 
ance with, the 
people of a com- 
munity in which 
a station is lo- 

A man might 
be ever so skill- 
ful as a telegraph 
operator and yet 
not know how to 
handle people. 

Most station 
agents are 
strangers to the 
communities in 
which their sta- 
tions are located, 
—they are sent 
there as very 
young men, 
usually from a 
city, and the only 
requirement is 
that of being a 
good telegraph 
operator and hav- 
ing a knowledge 
of the routine. 

Anybody can use a telephone, and if a 
local man could be selected as a station 
agent, one known and with the confidence 
of the community, he would serve as a more 
efficient point of contact with the people as 
a real representative of the railroad and 
could have done much of the work b\' easy 
and natural means which local lawyers and 
legislative agents tried to do by question- 
able means. — CottreWs Magazine. 

Superintendent of Motive Power 

M. K. Barnum 

K. I^ARNUM, former general 
mechanical insj)ector of the Balti- 
more and ( )liio Railroad, has been 
appointed superintendent of mo- 
tive i)ower, with headquarters at Balti- 
more, effective September 1. 

Mr. Barnum was born April G, 1861, 
and was gradu- 
ated from Syra- 
cuse Universitv 
in 1884, with the 
degree of A, B. 
Later he received 
the degree of 
A. M. He began 
railroad work in 
1884 as a special 
apprentice in the 
shops of the 
New York, Lake 
Erie & Western, 
now the Erie, at 
Pa. He was 
then consecu- 
tively machinist 
and mechanical 
inspector, and 
later general 
foreman of the 
same road in 
Salamanca, N.Y., 
general foreman 
of the Louisville 
and Nashville 
shops at New 
Decatur, Ala., 
assistant master 
mechanic of the 
Atchison, To- 
peka & Santa Fe 
at Argentine, 
Kan. ; superin- 
tendent of shops at Cheyenne, Wj'o. ; 
district foreman at North Platte, Neb.; 
then division master mechanic at Omaha, 
Neb., on the Union Pacific, and assistant 
mechanical superintendent of the South- 
ern Railway. 

In February,' 1908, ]\Ir. Barnum was 
made superintendent of motive power 
of the Chicago, Rock Island and Pacific 
and in April of the following year was 



appointed mechanical expert of the 
Chicago, Burhngton and Quincy; and, 
in 1907, was appointed general in- 
spector of machiner}^ and equipment for 
the same road. He left that road in 
April, 1910, to become general superin- 
tendent of Motive Power of the IlUnois 
Central and the Yazoo and Mississippi 
Valley, remaining in that position until 
July 1, 1913, when he became general 
mechanical inspector of the Baltimore 
and Ohio. 

Railway Mail Pay 


N a final report submitted August 
31, the Joint Congressional Com- 
mittee on Railway Mail Pay 
recommended enactment of a bill 
which will increase the annual mail com- 
pensation of the railroads about $3,000,- 
000 as compared with the compensation 
carried in the appropriation bill for the 
present fiscal year. The report recom- 
mends a space basis plan worked out by 
the Committee. 

The Joint Committee expresses the 
opinion that the railroads should receive 
for mail transportation a rate that will 
yield them a car-mile revenue approxi- 
mately the same as received from pas- 
senger transportation, because mail ser- 
vice is coincident with passenger service 
in speed, regularity, frequency and safety, 
and, therefore, the cost of mail service is 
approximately the same per car-mile as 
the cost of passenger service. The rates 
recommended by the Committee will 
yield an average of 24.22 cents per 60- 
foot car mile, while the average return 
from passenger traffic is slightly over 26 
cents per car mile. The proposed rates 
are as follows : 

Line Charge Charge per 
per Mile. Round Trip 

60 ft. R. P. O. or Storage 

car $0.21 $8.50 

30 ft. apartment car .11 5 . 50 

15 ft. apartment car .06 4.00 

Closed Pouch — 

7 ft 03 1.00 

3 ft 015 .50 

The bill provides that after the new 
plan has been in force two years, either 

the "Postmaster General or railroads 
representing not less than twenty-five per 
cent, of the total mail-carrying mileage, 
may have the justness and reasonableness 
of the rates tested in an investigation be- 
fore the Interstate Commerce Commis- 

The report says that express and mail 
services performed by the railroads are so 
different in many respects, and reliable 
data regarding the two services are so 
incomplete, that no satisfactory com- 
parison can be made. The passenger 
traffic, rather than express, is made the 
gauge of mail compensation. It is as- 
sumed that passenger rates are not too 
high as they have stood the tests of 
legislatures, railroad commissions and 

Honor for Chief Engineer 

F' L. STUART, chief engineer of 
the Baltimore & Ohio Railroad, 
has been named by Mayor John 
Purroy Mitchell, of New York, 
as a member of the advisory committee 
on port development. It is planned by 
the New York authorities to work out 
a comprehensive plan of enlarging the 
shipping facilities of the city, both of 
water and rail traffic, and in such 
connection the cooperation of the rail- 
road companies entering that city is 

Ralph Peters, president of the Long 
Island Railroad, and P. J. Flynn, vice- 
president of the Delaware, Lackawanna 
& Western Railroad, will serve on the 
advisory committee with Mr. Stuart. 

Important Correction 

N the last sentence of suggestion 
number two, under the headuig 
"Sanitation Suggestions," page 
ten, September issue of the 
Magazine, it was stated that ''two hun- 
dred thousand persons die every year 
of consumption, or one person every three 



minutes, all hetiveen the ages of eighteen 
and forty -five. This slioukl road — "two 
hundred thousand persons die every year 
of consumption, or one person every three 
minutes, one third of whom die betweeii 
the ages of eighteen and forty-five. 

American Factors In Sudan 
Railway Construction 

A' N important factor in the suc- 
cess of the Sudan railways has 
been the fact that, though under 
exclusive British control, the 
management has pursued the broad 
policy of buying materials and equipment 
in the open market. Belgians and Amer- 
icans have competed successfully with 
Englishmen in contracts, and how exten- 
sively this country has figured may be 
judged from the fact that one may jour- 
ney from Haifa to Khartoum in a train 
dra^^Tl by an American locomotive, run- 
ning over American rails, and making its 
principal river crossing, — the Atabara, — 
on a bridge designed by American engi- 
neers and built of American steel. — From 
"The Railroad Conquest of Africa 
the Review of Reviews. 

Render Unto Caesar? 


NOTES from the diary of a general 
superintendent of one of the large 
American railroads show to what 
extent the question of public rela- 
tions, under the new order of railroad 
affairs, enter into the official life of the 
railroad man. 

The general superintendent spent 101 
days conferring with railroad commis- 

sions, committees of organized employes, 
city and town officials and officers of 
the courts; he was traveling over the 
road 155 days and spent 109 days at 
headquarters transacting business con- 
nected with tlie administration of the 

A New Type of Spotter 


X every efficient and progressive 
establishment the merit system 
is applied as a matter of course. 
That is, men are appointed and 
promoted solely on the basis of fitness, 
ability, and successful performance of 
their functions. It follows that some 
method of discovering merit has to be 
adopted. Not all capable and efficient 
employes, high or low, are in a position 
to proclaim their merit or to make the 
situation proclaim it for them. 

The Canadian Pacific Railroad, it is 
reported, has created a new type of 
''spotter" for the purpose of discovering 
modest and obscure merit and insuring 
it reward and recognition. This spotter 
travels like the ordinary variety of that 
species, but instead of looking for lapses, 
failures, errors, he looks for evidences of 
zeal, industry, loyalty, method, system, 
progressiveness. The men reported by 
him are placed in line of promotion. 

Many industries and establishments 
would be benefited by this sort of spot- 
ting. It is necessary to punish violation 
of rules or dishonesty, but it is also 
necessary to encourage good work, re- 
ward particular efficiency, to cooperate 
with nature in selecting the fit. — Chicago 


Early Issues of the Magazine Wanted 

We need copies of the issues of April, May, June, July 
and August, 1913. If any employes can send these in 
by train mail they will be appreciated. 


Help Us Reduce Our Telegraph Congestion 
and Expense 

OUR WIRES are becoming much crowded. In a short time unlets 
telegrams are made as brief as possible, and the code and mailgrams 
used where they will answer the purpose, the present wires and 
force will not be able to handle important telegrams in time to be 
effective. If such words as Philadelphia, Pittsburgh, Connellsville, Janu- 
ary, Pennsylvania, Division, etc., were properly abbreviated, it would save 
considerable time in the handling of telegrams. Those receiving telegrams 
and reports by wire that could be handled by mailgram should notify the 
sender to mailgram such telegrams or reports. Those receiving telegrams 
containing an unnecessary word or words should "ring" such words with 
lead pencil and return the message to the sender, provided not needed fcr 
file or other use. 

Holding a telegram frank does not mean that the Railroad Company 
is not paying for telegrams. Therefore if everyone would word their tele- 
grams the same as if paid for out of their own pockets the Company would 
be saved considerable expense. 

It is thought by many employes that because our operators are paid 
by the month, it costs nothing to send a telegram; that they are trans- 
mitted during the odd times that the man is not otherwise employed. But 
this is a mistake. Unnecessary telegraphing loads the local wires to such 
an extent that the distributing relay and semi-relay offices have to keep 
men on the wires attempting to get communications from the local offices, 
and delaying the local distribution of car service and other important mes- 
sages, either from Baltimore or those that originate at division head- 
quarters. The result is that our business all around is slowed up to a 
considerable extent by this local traffic, and it costs us a good deal of 
money, and if it is measurably reduced it ought to enable us to handle the 
business through the general and semi-relay offices with mtich better results 
and at a reduced cost. 

There are hundreds of messages sent on local wires every day where 
they have a large number of trains that could have handled them just as 
well. If the senders of the messages would enclose them in mailgram 
envelope, Form 410-A, they would be transmitted to the telegraph offices 
at the point of delivery and would receive practically the same attention 
in delivery as though they had been received by wire. 

Various methods have been adopted, and particularly that of censoring, 
for the purpose of enlisting cooperation of all persons sending messages, 
with a view of increasing the use cf the mailgram service, but doubtless 
with the many duties of the various officers, opportunity has not been 
afforded to follow this as closely as necessary to get the desired results. 

After carefully considering the proposition, it was decided to place 
Mr. J. E. Spurrier in charge cf this work. He will go over the matter 
with the various persons sending telegrams with a view of enlisting their 
cooperation and working out some scheme whereby the requirements of 
the service may be fully met and the telegraph line relieved of all tele- 
grams practicable. 

Your earnest support and cooperation in this movement is further 

The Need of Cooperation in Safety First 

By E. R. Scoville 

Acting Chairman of General Safety Committee 


I . ^ I 


X the days when steam railroads 
were a novelty, people ro^rarded 
the use of them as a g;reat ad- 
venture. The danger that attend- 
ed ridino- on a train or of being em- 
ployed upon a railroad was considered 
very great . It is the fascination for adven- 
ture that causes the youth to perform 
some dangerous act, when accepting a 
dare from his companion. It is in part the 
fascination for adventure that leads to 
the death and injury of so many of the 
men employed on the railroads of this 
country. To these may be added the 
negligent, careless, and thoughtless per- 
sons, who contribute so largely to the 
numl^er of green mounds in our ceme- 
teries and occupied cots in our hospitals. 
The increasing number of employes un- 
necessarily killed and injured and how 
the number might best be reduced led 
to the safety movement on railroads. 

In the earlier days of railroading there 
were very few rules for the operation of 
trains and as a result there were acci- 
dents. Each accident taught an inval- 
ual)le lesson and rules intended to prevent 
a similar occurrence were promulgated. 
Increasing traffic and growing compe- 
tition demanding increased speed was 
accompanied by an increase in accidents, 
making it necessary to revise and amend 
the rules to provide further safety for 
life and propert}'. These rules with 
slight modification and simplified word- 
ing to prevent misinterpretation have 
proved adequate. Notwithstanding this 
fact, accidents continued to occur, not 
from the lack of proper rules, but from 
failure to observe them either through 
lapse of memory or from disregard. This 

made necessary the adoption of safety 
devices by some form of signalling. 
Loss of hfe and limb on railroads also 
made necessary- the application of safety 
devices on locomotives, cars and machines 
of every description. In surrounding 
train movement and machine operation 
with these safety rules and devices, the 
act of riding upon or working about a 
train is no longer considered an ad- 
venture, but an occupation which may 
be followed in safety. !Many of the 
chance takers have been driven to other 
dangerous pastimes, such as speeding 
automobiles and flying machines. 

While the safety devices have no 
doubt prevented many accidents, sta- 
tistics indicate that on the Baltimore 6c 
Ohio railroad, approximately ninety- 
three men out of each 100 killed or 
injured, would not have been saved by 
the application of any of these devices, 
indicating clearly that we still have some 
''chance takers" and lovers of adven- 
ture in the ranks. 

The very serious problem of how the 
lives and lim])s might be conserved con- 
fronted the management of the Balti- 
more ct Ohio Kailroad. It was tliis 
problem which caused the conce])tion 
of a Safety campaign among employes 
by the appointment of General and 
Divisional Safety Committees. Thus a 
life saving crusade was launched. 

In the beginning the work was very 
largely devoted to the elimination of 
dangerous conditions, placing safety 
guards on machines and comi)iIing sta- 
tistics to determine the causes of accidents 
preparator}^ to the making of Safety 
rules. These rules were made a part 



of the present book of operating rules, 
and like the operating rules, were adopted 
for the sole purpose of preventing acci- 
dents similar in character to those which 
had already occurred in which lives and 
limbs were sacrificed. The Safety rules 
prohibit dangerous practices on the part 
of employes, practices indulged in as a 
desire for adventure. 

In view of the very large number of 
employes killed and injured on account of 
unsafe conditions, the members of the 
General Safety Committee are visiting 
each point of importance, admonishing 
employes to form Safety habits. We feel 
that we have safe machinery and what 
we now need is safe men. 

The management is supporting the 
Safety movement in every possible way, 
it being their openly announced intention 
that Safety shall be placed above every- 
thing else. But do you, when you dis- 
regard Safety rules, place it where it 
belongs? The ultimate success of the 
Safety First principles depends so largely 
upon the cooperation of employes. All 
possible organized effort cannot prevent 
injury to the person who thoughtlessly 
exposes himself to danger by taking 
chances, frequently violating Safety rules 
to do so. Therefore, to make positive 
the success desired for the Saftey First 
principles, the whole-hearted cooperation 
of each employe is essential. 

While there has been a decided decrease 
in the number of deaths and injuries, 
the results obtained have not been as 
successful as we wish, because of the 
lack of cooperation on the part of those 
most vitally concerned. It is not thought 
that this lack of cooperation is due to a 
feeling of antagonism, but rather to a 
failure to appreciate what an enormous 
loss of life and limb is being sustained 
in this country through accident, and 
how easily this loss can be reduced by 
concerted action on the part of us 

For their own welfare employes ought 
to train their minds to thoughts of 
caution so that safe rather than unsafe 
practices would become involuntary acts. 
Human lives are too valuable to be 
squandered by the unpardonable process 
of taking needless chances. 

We have all witnessed the suffering 
and sorrow caused by the thoughtlessness 
or chance taking of fellow workmen and 
the anguish of the mother, wife, sister 
or daughter as the lifeless or crippled 
form of their loved one was laid before 

Have you mothers, wives, sisters or 
daughters realized the influence you 
might exert by repeating warnings to 
fathers, husbands or sons to obey the 
Safety rules, indulge in safe practices, 
discourage unsafe methods and ad- 
ventures? Have you reaUzed the handi- 
dap placed upon one who looses a hand 
adjusting a knuckle in the coupler while 
cars are in motion, or a foot in kicking 
a coupler when cars are about to come 
together, or a limb by a misstep in jump- 
ing on the footboard of an engine as it 
approaches him? Such acts are viola- 
tions of the Safety rules. 

To those of you who have access to 
a Book of Rules, I would suggest that 
you read the Safety rules carefully, — they 
are numbered from 900 to 908 inclusive. 
Ask your loved ones if they indulge in 
any of the practices these rules are 
intended to prohibit. If they do, your 
influence may be the means of preventing 
this handicap being placed upon them, 
restricting their future earning power 
in which you are so vitally interested. 
Urge upon them the utmost care in the 
conduct of their work so that they may 
fully reahze that others are interested 
in having them retain all of those noble 
instruments the Maker gave them at 
birth — eyes, arms and legs — the natural 
tools which are beyond the genius of man 
to duplicate. 

It is to be regretted that so many 
employes do not first see that they are 
protected before exposing any part of 
the body to danger, subjecting themselves 
to death or injury. Do not go under or 
between cars or engines or in other 
unsafe places until you know that you 
are properly protected. If you do not 
beheve in Safety or Safety rules, talk to 
the poor fellow who has lost an arm, an 
eye or a foot through an accident that 
might have been avoided. 

''Do unto others as we would that they 
should do unto us," is a Safety rule which 



has not and probably never will be im- 
proved upon. Avoitl carelessness, keep 
on the alert for danger to yourself and 
fellow workmen. One man's effort 
toward safety may seem small, but 
concerted action can accomplish great 
good. This after all is merely another 
wa}' of express- 
ing cooperation. 

Safety devices 
provided on 
equipment and 
machinery are of 
little value unless 
maintained and 
used as intended. 
Do not remove 
Safety devices 
provided to pro- 
tect you, and do 
not pennit others 
to do so. Every 
employe owes it 
to his family, his 
fellow worker 
and himseh to 
avoid d a n g e r. 
It is the chance 
taker, and the 
desire for adven- 
ture that makes 
widows an d 

Ever}' man in- 
t e r e s t e d and 
helping m cans 
''team work" 
that will do more 
than anything 
else to prevent 

accident. Some fellows seem to have 
been born to get in the way. Tell them 
the first time, and the second time ''talk 
to them." The careless man sooner or 
later brings woe to himself and often to 
an innocent man working nearby. 

Between the rails of a railroad there 
are ordinarily four feet eight and one- 
half inches, the other unsafe space does 
not exceed three feet. There is, there- 
fore, plenty of space outside. Keep off 
the tracks or when necessary to cross 
them, first stop, look and listen. 

Accidents happen at unexpected times. 
We have seen manv demonstrations of 


this fact. As most men are careful after 
an accident, why not be careful n<jw? 
It takes less time to prevent an accident 
than it does to report one. It only takes 
a moment to make a lifetime of suffering, 
l^on't talk. When you are working 
with one or nu^n' j^ersons, do not engage 

in conversation 
or observe other 
matters that 
may be interest- 
ing but that do 
not pertain to 
your work. Do 
not depend uj^on 
others for 3'our 
safety but look- 
out for yourself. 
Vigilance is bet- 
ter than negli- 

When you see 
an obstruction or 
anything lying 
in the path used 
by employes, 
which may cause 
an injury, re- 
move it to a place 
of safety or call 
it to the atten- 
tion of someone 
in authority, so 
that it may be 
removed, pre- 
venting injury to 
persons who do 
not know of the 
danger. Re])ort 
promptly any 
condition of a dangerous nature. If 
possible suggest a means of correcting it. 
Suggestions are invited. 

Safety First is for your benefit as well 
as for the benefit of those dependent 
upon you. The amount of sorrow and 
suffering that can be prevented when 
the Safety habit is thoroughly under- 
stood and practiced is no doul)t beyond 
the comprehension of those who have 
not given the subject careful thouglit 
and its success depends upon the co- 
operation of employes in the observance 
of rules, and obedience of instructions. 
Care in the conduct of vour work will 

ing Chairman General Safety Committee 



cro^vn the Safety movement with success 
and prevent accidents causing suffering 
to the injured and sorrow to those de- 
pendent upon them. 

If each employe will pause in his work 
long enough to devise a safe method of 
performing it, rather than do it in the 
unsafe adventuresome way, many deaths 

through unsafe methods will be averted 
and the Safety movement will prove a 
wonderful blessing. 

Decide now {.o stop the pitiful pro- 
cession which is endlessly wending its 
way toward the graveyard and hospital. 
It can be halted by you and you only. 
The remedy is to be found in Safety First. 



Standing Based on Results Previously Obtained 

August, 1914 

July and August, 1914 







































20 • 





Ohio River 



Cumberland (East Endj . 



Cumberland (West Endj. 



New Castle 









Magazines Returned Without Identification Marks i 


ON OCTOBER 7th a package containing 150 copies of the August issue, 
which had apparently never been opened, came to the Magazine office 
by train mail. No mark was on the package to identify sender. 

As previously stated the demand for the Magazine is greater than the 
supply, and these 150 unused copies of the August issue could have been 
distributed at a dozen places on the System where the present allotment 
is not sufficient to take care of all the men. 

In fairness to themselves, the Company and their fellow employes, all 
persons having charge of the distribution who find that they receive more 
Magazines than they need, should immediately notify the editor to this 
effect. No Magazines should be returned without the name of the sender. 

Every employe is urged to cooperate to the end that each Magazine 
published each month may find its way to a reader. 




Gebhard von Blucher, the famous 
Prussian general field marshal, had as 
surgeon major of his arni}^ a man who 
was ver}' homely, but extremely proud 
and vain. 

One da}', says Xovellen-Schatz, Blu- 
cher entered the surgeon's tent, and found 
him standing before a looking glass, ar- 
ranging his toilet and admiring himself 

''Doctor," said Blucher, laughing, ''I 
suppose that vou are the luckiest man in 
the world?" 

''How's that, sir, may I ask?" 

"Why, here j^ou are quite in love with 
yourself, and you haven't a single rival?" 
— Youth's Companion. 


To a bo}' entering a telegraph office 
where there was a crew awaiting pas- 
senger train, one of the crew said: 

"What's vour dad going to make out 
of you?" 

"Dad says," replied the boy, "that 
I'm no good for anything. He expects 
he will have to make me a telegraph 

"That reminds me, " said the engineer. 
"I said to Bill H. the other day, 'you're 
the most trifling, no account brakeman 
I ever saw. You're a freak. Why 
don't you go to Barnum and Bailey's 
and ask for a job?' And Bill answered: 

" 'They would not have me.' 

" 'Why?' 

'"They would send me back and tell 
the railroad to give me a job as an engi- 
neer.'"— C. 0. WarfcL 

Made a Mistake 

He (after following the girl from a dark 
path onto a summer hotel piazza) — 
"This is a bad evening to be all alone; 
wouldn't you like some company?" 

She (tartly) — "No, you bum! You're 
not my kind." 

He — "Perhaps you're right: I didn't 
see your face in the liglit before." — 

Hard on '*Prexy'' 

The president of the university had 
dark circles under his e^^es. His cheek 
was pallid; his Hps were trembling; he 
wore a hunted ex]H-ession. 

You look ill," said his wife. 


is wrong, dear?" 

"Nothing much," he replied. "But 
— I — I had a fearful dream last night, and 
I feel this morning as if I — as if I — " 
It was evident that his nervous system 
was .shattered. 

"What was the dn^am?" asked his 

'*! — I — dreamed the trustees required 
that— that I should — that I should pass 
the freshman examination for — admis- 
sion!" sighed the president — Youth's 




The Town Booster 

Salesman — '' Can 
you direct me to the 
best h.otel in this 

Citizen — ''Yes, but 
I dislike to, very 
- Salesman— ''Why?" 

Citizen — " Because, 
after you've seen it, 
you'll think I'm a 
liar." — Thomas N. 

No Bother at All 

Gentleman in the theater, who has 
wormed himself out from the middle of 
the row — "Lady, I am sorry to disturb 
you so often." 

Lady — "That's all right, sir; my hus- 
band owns the saloon next door." — 
Columbia Jester. 


"How do you know," cried the lec- 
turer, "that life is real — that the things 
we seem to see and feel are a part of 
animate corporeal existence and that the 
external and internal phenomena are 
really related and not mere phantas- 

A man with a tired nose came to his 

"You looked right at me," he said, 
"so I suppose I gotta answer. There's 
a hornet's nest in the chickweed patch 
behind my barn, and if you come over 
and kick it just once you'll never ask 
that foolish question again." — Exchange. 

Two of a Kind 

Smith was conversing with a friend at 
a ball when two charming girls crossed 
the room, says the Pittsburgh Chronicle. 

"Those superb Jones twins!" admir- 
ingly remarked a friend. " I understand, 
old man, that you are engaged to one of 

"Yes," admitted Smith, "we have 
been engaged about two months." 

"Fine!" complimented the friend. 
"But they are so wonderfully alike. 
How do you tell them apart?" 

"I don't try to, old fellow," was the 
prompt rejoinder. 

Self Appraised 

The crops were heavy and the field- 
hands were few. Silas Warren, who 
owned one of the largest farms in the 
country, tried to induce even Ned Blod- 
gett, the laziest man in the village, to help 
with the harvest. 

"Wal, Si," said Ned, laying down his 
whittling, "how much will ye pay me to 
work for ye?" "I pay every man what 
he's worth," answered Silas Warren. 
Ned scratched his head meditatively. 
Then he picked up his whittling. "No, 
Si," he drawled, "I can't work that 
cheap." — Christian Advocate. 

He — "That Simpson's baby cried all 
during the ceremony at Marjorie's wed- 
ding. It was so annoying." 

She — "It was dreadful. When I am 
married, I am going to have engraved in 
the lower left hand corner of the invita- 
tions, 'No l^abies expected.'" — Thomas 
N. Miranda. 

He (hopefully) — "One of these days 
I will be made president of our company 
at a salary of twenty-five thousand dol- 
lars per year. Then I am going to get 

She — "Fine! The next day after you 
are elected, come around and I'll talk to 
you. " — Thomas N. Miranda. 




Uncle Joe — "Yes, Tom, it is quite pos- 
sible that there are people in the moon." 

Tom — "Well, what becomes of them 
when there isn't any moon?" — BrooJdyn 

What the Injured Person Said 

Sir — The Baltimore & Ohio has a 
printed accident report form, on which 
foremen are required to report mishaps 
which befall their men. One of the 
questions is: "What does the injured 
person say?" 

Some of the road's carpenters were 
working on a bridge over the Chicago 
Kiver, and one of them fell off. On the 
report in the office was the following: 

"What does the injured person say?" 

"He says it was a damn good thing 
he could swim." — R. G. C. in the Chicago 

How It Started 

NinnjTUS — Wonder who originated 
that saying, "Busy as a hen with one 

Cynicus — Somebody, probably, who 
had observed the activity of a hen with 
one chicken just ready for the matri- 
monial market. — Judge. 


Mr. Bore — I don't see why people keep 
diaries, do you? 

»I\Iiss Lenore — Why, 
to write down their 
thoughts, keep a 
record of their affairs 
Mr. Bore (interrupt- 
ing her)— But that's all 
foolishness. I can kec]) 
those in my head. 
Miss Lenore — That's 
a very good way; but. 
then, not everybody 
T^ '^^ - has the room! — Judge. 

Born Diplomat 

"IIarr\', I am beginning to believe the 
baby looks like you." 

"Are you, dear?" 

"Yes, I notice it more and more every 
day. I'm so glad." 

"Do you really want 
him to look like me?" 

"Of course I do. I've 
been sorry ever since 
we had him christened 
that we didn't give him 
your name." 

"Sweetheart, you 
don't know how happy 
you make me by saying 

"And, Harry, dear — 
I found the loveliest 
hat today. I don't believe I ever saw 
anything that was so becoming to me. 
It's S35. Do you think I ought to 
pay that much for a hat?" — Chicago 

Unlearning It 

"It takes a l^aby mos' two years to 
learn to talk," said Uncle Eben, "an' den 
it takes de res' of its lifetime to learn to 
keep f'um talkin' too much." — Washing- 
ton Star. 

Beginning Early 

"Father," inquired the little brain- 
twister of the family, "when will our 
little baby brother be able to talk?" 

"Oh, when he's about three, Ethel. 
He's only a baby vet, Ethel. Babies 
can't talk." 

"Oh, 3^es, they can, father," insisted 
Ethel, "for Job could talk when he was a 

"Job! What do you mean?" 

"Yes," said Ethel. "Nurse was telling 
us today that it says in the Bible 'Job 
cursed the day he was born.' " — Stray 

The Brigand 

Pullman Porter —, 30' sho' am 

Passenger (resignedly)— Well, you may 
l)rush off about a nickel's worth. — Judge. 


European Wars and American Farmers 

By J. H. Stewart 

Agricultural Agent 

HE following letter was published 
in the September 17th, 1914, 
number of the Manufacturers 
Record, the great publication 
devoted to industrial development, par- 
ticularly in the Eastern and Southern 
States : 

"Twenty years ago the farms of 
Kansas were practically all under mort- 
gage, they were being operated at a loss 
and the State was spoken of derisively as 
the land of grasshoppers, drouths and 
typhoons. William Allen White, then 
editor of a paper in that State, about that 
time wrote an editorial headed "What's 
the Matter With Kansas?" and the 
influence of that editorial probably more 
than anything else aroused the people 
of that State to its agricultural possi- 
bilities so much that in less than a 
quarter of a century the State has become 
enormously rich and is among the 
foremost leaders in the production of 
wealth and food products from their soils. 
This year Kansas produced one-sixth of 
all the wheat of the United States. 

"Already the food products to our 
people have been advanced very con- 
siderably as a result of the anticipated 
increased demands in the great world's 
war zone. All the indications seem to be 
that this war will be much prolonged and 
even more disastrous than many now 
think. In any event, taking the most 
hopeful view of it, the harvesting and 


maturing of food crops in that region 
has already been enormously neglected 
and damaged and for the coming year 
we may rest assured that the production 
of foods will be greatly diminished, and, 
so far as we know, this may be true of the 
succeeding 3^ear. Therefore, it devolves 
upon that part of the world which is not 
directly involved in these wars to make 
strenuous efforts to supply this greatly 
increased demand. But recently we 
have read over and over of the exporta- 
tion of gold from this country in great 
quantities, which has called for extra- 
ordinary legislation and intervention by 
our Government to maintain the stability 
of finances in the United States. It 
seems to me that here is an opportunity 
to impress upon the landowners and 
farmers of the United States the duty 
which will fall upon them to supply foods 
for the markets of the world and to direct 
their attention to the great opportunity 
which they have, first, to supply thoge 
markets and to secure the great reward, 
and second, to demonstrate to ourselves 
our ability to produce more food than 
we have ever done. 

"It goes without saying that an 
increase of ten or fifteen per cent, of 
every sort of food which we produce can 
be made without going beyond what is 
reasonable and practicable. The aggre- 
gate of this increase would amount to 
almost or quite $1,000,000,000, and, 


should still higher prices prevail even 
more than that. If this is done it will 
{!;reatly increase the balance of trade for 
the United States, l)ringing back to this 
country many millions of gold, the 
beneficial influence of which can hardly 
be foretold. In addition to this, if our 
people are incited to greater production 
it will have a strong tendency to hold 
down exaggerated i)rices to our own 
people for their food necessities, which will 
in no way work 
an injury to the 
farmer, since the 
speculative i n - 
creases usually 
do not reach him. 
''Taking the 
States traversed 
by the Baltimore 
& Ohio Railroad 
System, we find 
that they pro- 
duce one-third of 
all the corn in 
the Union; one- 
third of the oats; 
one-seventh of 
the wheat; one- 
half of the buck- 
wheat, one-quar- 
ter of the hay; 
about one-third 
of the meats and 
about eighty per 
cent, of the 
apples for the 
whole country. 
If this matter is 
pressed upon the 
attention of all 
the forces and 
and upon the 

press, much can be done in the way of 
preparing to meet the great demand for 
foods throughout the world which I have 
mentioned. There is 3'et time to sow 
a large increase of wheat and winter oat 
acreage. Additional corn land can be 
sown in wheat in the corn belt to bring 
about a fifteen per cent, increase without 
materially interfering with other crops, 
and if fall plowing and winter plowing are 
set about actively and abundant good 


seed corn and seed })otatoes are laid \)y 
for the coming spring, it will be easy for 
the states traversed by the l^altlmore t^ 
Ohio System to increase the actual 
wealth of the country- at least one-third 
of a billion dollars in the way suggested. 
"We learn from the papers that it has 
already been proposed by the Canadian 
Government that 1,000,000 acres more 
of the food grains be sown this year, and 
from this press it appears that -active 

steps are being 
taken in coojx'ra- 
tion between the 
Government and 
its people to 
bring about this 
great result, but 
even if this is 
done, the in- 
creased produc- 
tion will be a 
bagatelle to the 
increased de- 
mand. And 
what is true of 
the soil crops is 
true of the 
fisheries of our 
country, which 
will find an un- 
usual demand for 
all their pro- 
ducts. There 
should be an 
enormous in- 
crease of canned 
products, sweet 
potatoes, beans, 
corn, tomatoes 
and fruits, for 
which there will 
be a great de- 
The foregoing letter is quoted here i\ 
the hope that it will bring general atten- 
tion to the subject among employes of the 
Baltimore & Ohio System and other 
readers of the Employes Magazine. 

At first it is hard for one to realize 
the great problem to sup):)ly amj^le food 
during the next twelve months. Practi- 
cally the whole of Europe is now engaged 
in a war involving the active service of 
20,000,000 men, who are destroying 



property and killing each other, while 
we have never had employed in all the 
agricultural pursuits of the United States, 
many more than one-half of that number 
of men. We may depend upon it that 
there will be widespread food famines in 
vast areas of Europe, and that there will 
be an unprecedented demand upon those 
countries not involved in the war to 
supply the deficiency. Everybody will 
look to the United States more than to 
am^ other country to meet the demand. 
Necessarily, this will produce a scarcity 
of food and enormously increase the 

Great Britain produced more than half 
as many Irish potatoes as the United 
States did last year; France produced as 
many as we did and Austria-Hungary 
nearly twice as many; Greater Russia 
almost three times as many, while the 
German Empire alone produced 1,597,- 
000,000 bushels, or nearly four times as 
many as the total of the whole United 
States. The total production of the 
world in round numbers was 5,000,000,000 
bushels last year, while that of the 
countries now engaged in the European 
wars was in round numbers 4,000,000,000 

In other words four-fifths of the world's 
potato growers have quit the business 
and gone to war. We can easily see in 
what condition the world's supply of 
this important food will be next year if -a 
large part of the crop this year has not 
been harvested and almost no crop is 
planted next year. If there are not 
sufficient potatoes then other foods must 
be resorted to to make up the daily ration. 
But we find upon investigation that with 
the exception of corn and fruits, all of the 
important food products are grown in 
these countries in a similar proportion 
to that of potatoes. If a citizen of our 
country must compete with the world 
for what he eats next year it is not hard to 
imagine the prices and the difficulty to 
obtain a supply. Ahead}'' this and other 
countries have instituted investigations 
and taken steps to hold down the ex- 
horbitant prices which are being asked 
for food products. 

Can we not forestall this difficulty to a 
large extent and prepare ourselves to 

meet this exigency? Now, while fruits, 
vegetables and other food products are 
abundant at moderate prices, is it not 
wise for every employe of the System 
to lay up an abvmdant store against the 
day to come? Most excellent fruits and 
vegetables can be saved over for use in 
the coming months now, if they are 
canned and preserved in good shape, and 
this every homekeeper along the lines 
can do. 

Another way to render ourselves 
independent is for each one of us to make 
arrangements now, if he has not already 
done so, for a plot of land or a garden in 
which to grow all the current demands for 
household supplies next year. It will be 
a good thing to do anyhow, and if it is 
undertaken and practiced generally by 
us all, it may inculcate the habit and 
thus serve in future years as a substantial 
means for increasing our yearly income. 
It would not be wise for those of us who 
do not have gardens to wait until next 
.spring to get the land. We should look 
the matter up now and if the land needs 
draining or liming or heavy manuring 
coupled with fall or winter plowing, it 
should all be attended to this fall, so as 
to be good and ready when the spring 
planting comes - 

We should not fear that our gardens 
will be too large, for there is abundant 
idle land in reach of us all and if we should 
produce a little more than we need for 
ourselves there will be no difficulty in 
finding a profitable market for the excess. 

There are still other ways by which 
the home supplies may be supplemented 
and the comfort and income of the family 
enhanced. Any homekeeper, with pos- 
sibly rare exceptions, can arrange for a 
little poultry, particularly chickens and 
ducks The former will give a supply of 
nice fresh eggs with an occasional fine 
roast or a dinner of good fried chicken, 
while nice fat ducklings are always 
delicious. It takes very little ground to 
accommodate sufficient poultry to supply 
the wants of any family, and very little 
capital is involved in the enterprise and 
it will only take a few days to start the 

We see by the press that in France 
practically all of the milch cows have been 



taken away from the owners in one way 
or another and turned over for the use 
of the army. This suj2;jz;ests that many of 
the em])loyes of the System have never 
considered owning a good cow. While 
forage and gra'n are at a moderate 
price this fall, why not lay in a good 
supply of feed and get a good cow? 
This will contril)ute wonderfully to the 
wealth and health of the family and the 
cow will he worth more money next 
fall than she will cost now. 

^^^ould it not be well for us to have an 
exchange of ideas on this subject through 
the medium of the Employes Magazine? 
Why not ask each other questions about 
these things, and see if we cannot work 
out a systematic practice which will 
redound to the benefit of us all. In the 
face of the possibilities of the near future 
should not ever}' citizen, whether an 
employe or not, feel that it is his duty to 
contribute something towards the world's 
supply of food next year? Aside from 
the mere profit of doing the things 
suggested here there will be a sense of 
satisfaction and independence in the 
consciousness of having a base of supplies 
at home which will be wonderfully 
helpful to each of us. Probably the 
people of the United States will 

soon be thoroughly aroused to the 
agricultural and industrial outlook and 
to the tremendous demands which will 
devolve upon them as producers. And 
thev will be more benefitted in the 
develoi)ment of their own abilities and 
individual resources than they will be 
in securing the great aggregate wealth 
growing out of it all. 

It may be that some who read this will 
conclude that the writer is working 
overtime on this subject and that there 
is much less in it than he appears to 
believe, but let us not forget that last 
year out of the corn crop, which is by 
far the most valuable crop produced on 
the farms of the United States, we ex- 
ported only two per cent. (2%) and at 
the same tim^^ imported more than as 
much as two per cent. (2%) from the 
Argentine Republic and other countries. 
While to some extent in times of peace 
we have been importers of dairy pro- 
ducts, eggs, cabbages, potatoes and 
wheat products, what will it be when 
producers of the large per cent, of the 
world's food supi)lies have left their 
farms and gone to war? 

Let us all study this question now and 
find out where our individual resj^onsi- 
bility lies in the premises. 

Agricultural Bulletins 

The United States Department of Agriculture at 
Washington is continuously publishing and distributing 
bulletins bearing upon various agi'icultural subjects. It 
has on hand now a number of bulletins which are for free 
distribution. Any one can ol)tain these bulletins free of 
charge by writing to the Secretary of Agriculture at 
Washington or to the Bureau of Publications, Ijiited 
States Department of Agriculture, and can also obtain 
by the mere asking a list of all bulletins issued b} the 
Department which are available for free distribution. 


September 10th, 1914. 

To The Editor, 

Baltimore & Ohio Employes Magazine, 
Baltimore, Md. 
Dear Sir: 

You are strong on courtesy — in the abstract. Your publication — Our 
Magazine — has on several occasions very pointedly argued the case of 
courteous manners, holding this attribute up as a virtue of an exalted order. 

It is also of sufficiently uncommon an order to make pleading its cause 
not amiss at any time. 

But, as with charity, its application should begin at home. Champion- 
ing a cause pubhcly, yet neglecting it privately^ — preaching, yet not 
practicing — is a violation of principle (which is even more serious than the 
mere lack of pohsh). 

Customary courtesy requires that even unsolicited contributions to a 
pubHcation should be acknowledged, whether accepted or rejected. 

Mostly all pubHshers have printed forms to serve this purpose. 

Verhum Sap. 


y Perhaps this is the exception which proves the rule, for of the hundreds 

p of contributions which we have received, it is the first, so far as we know, 

m which has not been courteously acknowledged. Or can it be that by force 

^ of habit, our friend forgot, in submitting his first contribution, as he did in his 

^ second, that courtesy demands that the writer sign his name, particularly if 

li he wants recognition. 

m As an unpleasant accusation hurts only when it is true, we are glad that 

^ our "unrecognized contributor" has helped us with his trenchant pen in 

H emphasizing the statement made on the table of contents page of each issue 

m that "contributions are welcomed from all employes." True, we have no 

^ printed forms of acknowledgment — we have been on the receiving end of 

H them so often that they seem to us to contain much less of real appreciation 

M i than a personal letter — and this we invariably send to each contributor. 

J Experience would suggest to most people a number of ways in which not 

p : only an acknowledgment but also a contribution might go astray. 

J However, the httle sermon on "Courtesy," in addition to making us 

d i more careful, is well worth while in itself. If the first contribution from 

the gifted author has the same stimulating qualities and he will send us a 
copy of it or tell us how we can find the original, we shall be glad not only 
to acknowledge, but also to give it public recognition in what he so properly 


Safety First 

By Mrs. H. J. Slifer, in the ''Railway Record' 

'^1 y iT is self-evident that men and 
^|1 women of affairs, in this twentieth 
3^S ("cntur}^, are giving their atten- 
^ tion and approval to the things 

that tend towards the safe-guarding of 
the home, the church, the body politic, 
the industrial plant, the corporate bodies, 
including railway organizations; and are 
putting strong emphasis on the preced- 
ence of safet}' over many other con- 

This doctrine of safet}' is certainly one 
of the strongest in the great gospel of 
conservation — that word, which we used 
to think belonged onl}- to forest reserves 
and waterwaj's; but which we now apply 
to everything we have and hold; using, 
not wasting, that which is good, not only 
for our own benefit, but for our con- 
temporaries, and those who come after 

Statistics show that thousands of men 
women and children are sacrificed year 
after year, because someone blundered, or 
did not know, or did not care; and we are 
finding out the necessity of teaching rules 
of prevention, of demonstrating methods 
of safety, and of making these so plain 
that ''he who runs may read." 

Leaving to others the summing uj) of 
the opinions of the great traveling public, 
who appreciate this broadcast movement , 
''Safety First," we want to call attention 
to the other side of the j^roblem^that 
which concerns the railroad men them- 
selves, and because of hus])ands, fathers, 
sons and brothers who are "on the job," 
most surely concerns the women. There 
are, in the United States, about two 
hundred and fifty thousand miles of rail- 
road, and over a million and a half of 
employes, including every department ; 
about fifty per cent, of this number, from 
the nature of their employment, engine 
and trainmen, shopmen, trackmen, and 
some others, live in towns from seven or 
eight hundred to as many thousand in 
population. These places are either 
freight or passenger terminals, and are 
from one or two hundred miles apart — 
scattered over the whole country, from 
Maine to California, from Minnesota to 

Go with me to one of these railroad 
towns — three-fourths of the population 
are employes, and their families; most of 
the remaining fourth, from storekeeper 
to barber, from teacher to funeral 




director, depend absolutely on the ''pay 
envelopes" of the others. Did you ever 
dream of the minor chord, almost 
tragical in its sadness, that runs through 
the lives of the women here, how un- 
consciously they illustrate those lines of 
Charles Kingsley, as he wrote of the 

"For men must work 
And women must weep — •' ' 

In the silent hours of the night the 
telephone rings, and the superintendent's 
wife wakes with a start — she learns that 
the "Fast Mail" has been derailed, or 
that Number Two has gone over an 
embankment. Involuntarily she asks, 
"Anybody killed"? and a "Thank God," if 
her husband says, "No." Another time 
the answer may be "Yes," and Johnny 
Regan, who left his home, his wife and 
sleeping children hardl}^ an hour ago, can 
never tell how he was straining every 
nerve to get to the "Junction" on time, 
as marked up on the new schedule; a 
victim, in this case, to the giant we call 
"SPEED" — the curse of the generation, 
as well as one of its blessings. 

And Johnny Regan is but one of many, 
for every man on the payroll, from the 
helper in the roundhouse to the man in the 
cab of the engine ; from the call-boy to the 
general manager ; from the laborer on the 
track to the chief engineer, has "women- 
folks," whose thoughts follow those "who 
go forth in the morning," praying that 
"they may come back at night." 

In a group of children on their way to 
school there will be some little girl whose 
father was "killed in a wreck" — the words 
sound commonplace, they are repeated so 
often. A lad you see across the street has 
two big brothers in the little cemetery 
over the hill — freight brakemen they were, 
steady, and hard workers — "somebody's 
negligence" — and the mother of these has 
forgotten how to smile. Another will tell 
you of her mother, who has never been 
the same since Dad was killed. That 
mother's life remained a blank, until 
death came to her in the asylum — her 
children dependent on strangers, until 
they, too, can go to work. 

Where is the remed}'-, and how is it to 
be applied? In a Hst of causes of acci- 
dents for one year, the greatest number 

were under the headings — Negligence, 
Recklessness, Disobedience of Orders, and 
Incompetence. Do you not believe the 
women will find the key to the problem? 
Our men, and especially our growing boys, 
must be taught, must be trained to stop — 
look — and listen — must be made obedient 
in the home and in school, so that it 
becomes second nature, must "be good" 
in order to "make good." 

Prevention is so much cheaper, and so 
much more satisfactory, and when we 
know that during the year 1912 one train- 
man out of every one hundred and ninety- 
two was killed, and fifty-one thousand 
two hundred and fifteen employes on 
duty were injured, and that twenty-eight 
millions of dollars were paid in claims for 
damages to the public, can we not see the 
pressing need of the "Saftey First" signal 
all along the line? May the million or 
more railroad women of the country see 
their duty in this matter ; and though the 
results may not be exploited with shouts 
of victory and a parading band, there will 
be heard from ocean to ocean, and from 
the Great Lakes to the Gulf, a song of 
hopefulness, which will make for happi- 


^ 1^ .^ 

Pot Your Plants 

LiATE September and early October 
days should be taken advantage 

\Q^ ^^ ^^^ potting your plants for the 

^^^ winter. Choose a time when the 
ground is fairly wet so that the soil will 
cling to the roots of the plants. Have 
pots ready with drainage provided for in 
each. Lift each plant and pot it at once, 
being careful not to break roots or shake 
off soil. 

Heliotropes require rich soil and good 
drainage and should be cut back to six 
inches, planted firmly in good sized pots 
and set in the dark for a week. Each 
plant should be well soaked at first, but 
after that scarcely any water is required 
until the first leaves appear. In a few 
weeks plants should be flourishing. 

Geraniums that have been starved 
through the year should be repotted in 
light rich soil with good drainage. 



Begonias require sandy soil and fine, 
well rotted fertilizer. Good drainafice is 
also necessary. 

Plants should be brought into the 
house early before frost conies so that 
they ma}' luive timi^ to adapt themselves 
to inside conditions. 

This is also the time to fertilize the rose 
beds. A spra}^ of one-half ounce of sul- 
phide of potash dissolved in two gallons of 
water should be used in case of mildew. 

Mammy Mirandy's Prize Cake 

''Christmas is coming" and so is 
Thanksgiving. Both of these days mean 
much in the matter of feasting, and the 
wise woman takes a firm grip on old 
"Father Time's" forelock so that the 
holiday season does not find her unpre- 
pared. A very imi^ortant feature of 
these two festivals is the cake. 

The following recipe by a real southern 
"mammy" was printed in the Christmas, 
1913, issue of the Employes Magazine. At 

that time it was tried out by several of 
our readers and sampled by them and 
their friends with such satisfaction that it 
was decided to rej)eat the formula, thus 
giving all our readers another chance to 
try this really excellent Christmas cake. 

Five ciii)s flour, ouepciind good butter, three 
cups l)ro\vn sujiiar, three ef!;«s; mix thorou^^hly. 
Add 'stirring constantly) two cups buttermilk,* 
two teaspoons l)aking soda. Adtl one-half tea- 
spoon cloves, pinch nutmeg, two teaspoons 
cinnamon, one-pound box cleaned raisiriS, one- 
pound box cleaned currants, one-half i)ound 
dates, one-half pound figs, one-half pound 
jirunes, one-half pound citron, one-half pound 
candied cherries, ojie-half pound sweet almonds, 
one-half p )und Brazil nuts (pecans or other 
nuts if preferred). 

Mix thoroughly and add (stirring constantly) 
one-half pint liqueur (French or Italian) or 
brandv. Be sure to mix thoroughlv. Line tin 
with wax paper and grease well with butter to 
prevent sticking. Bake slowly for three and 
one-half to four hours. 

This makes two cakes each large enough 
to fill a five-pound circular candy box. 
To make one cake take half the propor- 
tions given in above recipe. 

Lyric Poetry — Its Attributes and Votaries 

By Louis M. Grice 

Chief Clerk, Auditor Passenger Receipts 


N the last issue of the Magazine 
we treated of the epic poem, with 
all its pomp and majesty of 
sound, immortalizing through its 
stately measures the heroic deeds of mor- 
tals and the achievements of the gods: we 
briefly reviewed the progress of the (^pic 
from the narration of the mighty combats 

heroes down to the 
which culminated 


of the Homeric 
Na]:)ol(HMiic era, 

We have seen that an epic poem is one 
which narrates a story, real or fictitious, 
]Mcturing in an exaltecl style some great 
action, or series of actions and events, 
generally representing the achievements 



of a distinguished hero, the end being to 
inspire a love of virtue, bravery and illus- 
trious deeds, and although we have epic 
poems in miniature, yet the great epics 
are of considerable length, as indicated by 
Homer's 'Iliad," Virgil's ^^Aeneid," Mil- 
ton's 'Taradise Lost," Byron's '^Childe 
Harold," etc. 

• One of our great lyric poets, Edgar 
Allan Poe, objected to the long poem as 
being a contradiction in terms, on the 
ground that its length precluded the pos- 
sibility of sustained inspiration and con- 
tinuous intensity of poetical thought and 
expression throughout the entire narra- 
tive, and there is some force in this ob- 
jection, as there must appear in a long 
poem of the epic style passages which 
lack the vivid splendor that marks the 
more impassioned lines when the poet's 
imagination and expressive powers attain 
their loftiest heights; yet, w^hile it is true 
that seemingly dull lines will at times ap- 
pear in such a work, they are usually dull 
by contrast only, and they serve as the 
shadow to the light, as the diminuendo 
to the crescendo, as the interlude to the 
full-throated burst of song, and after all, 
these minor passages form a necessary 
part of the integral product, unifying 
with the higher flights into ''sl thing of 
beauty and joy forever." 

The three principal divisions or groups 
of poetry are the epic, the lyric and the 
dramatic, and these are subdivided into a 
great variety of forms, each of which is 
worthy of particular study: in considering 
the actual composition, however, the dis- 
tinction between the divisions is not always 
clear, as poems classified under one division 
frequently contain element? belonging to 
the other divisions; and in such cases the 
preponderating element must govern the 

In contradistinction, however, to the 
epic form of poetry, we will give a brief 
study of lyric poetry, which is essentially 
a form of verse adaptable for singing, 
lyric meaning belonging to a lyre, or 
adapted to singing to a lyre accompani- 
ment, the lyre being the ancient harp- 
like stringed instrument which was used 
by the Greek and Roman musicians : this 
term is now quite elastic in its application, 

as it includes the song in all its varieties, 
embracing the h3^mn, the ode, the anthem, 
the sonnet, the ballad, etc. 

Lyric poetry is ordinarily directly ex- 
pressive of the individual emotions of the 
poet, although this is not an essential 
characteristic, and while the lyric is in- 
voked with telHng effect to depict the 
deep and serious feelings, yet it is also the 
happiest medium for the delineation of 
light and fanciful thoughts and senti- 
ments; moreover, it is sometimes utilized 
to picture homely thoughts, sentiments 
and incidents. Poems of the lyric style 
are frequently centered on a single idea 
or event; they are usually short and 
are often in such form that they may be 
likened to a finelj'' executed mosaic, no 
word being unnecessary and each one 
being adroitl}" set in its given place to form 
the wonderful beauty of the matchless 
whole: the lyric muse has, however, an 
inexhaustible range of subjects, and is 
effectively used to express admiration for 
the varying beauties of nature, to per- 
sonify and extol an attribute, to portray 
a mood, to paint an ideal, to eulogize a 
loved one, or to tell a tale in ballad form 
under such tittes as 'The Brook," 'To a 
Rose," 'To a Sky Lark," "Virtue," 
"Contentment," "Hope," "Lillian," 
"Annabelle Lee," "Young Lochinvar," 
and so on, ad infinitum. 

Lyric poetry is more ancient than 
David, King of Israel, some of whose 
psalms offer examples of unrhymed lyric 
poetry of the highest type, and, as indi- 
cated in the foregoing, the Greek and 
Roman poets, among whom were Anac- 
reon, Sappho and Horace, composed and 
actually sang poems to the lyre accom- 
paniment, thereby originating the term; 
and the English poets have joined in this 
musical outburst, thus giving to the 
world immortal songs through the genius 
of Burns, Wordsworth, Scott, Moore, 
Shelley, Keats and others. This form of 
verse found rich expression during the 
EHzabethan period and the hlting lyric 
strains come flowing down the years unto 
our own day in undiminished volume and 
musical beauty; for what gems we pos- 
sess in the IjtIcs of Browning, Tennyson, 
Longfellow, Bryant, Poe and a number 
of other latter day poets ! 


Lyric poetry embraces a variety of 
forms includinp; ])oi'ms subject to certain 
fixed rules such as the sonnet, rondeau, 
triolet, viUanelle, etc., of which we will 
treat in a later issue, as the scope of this 
article will not ])ermit a review of these 
fixed forms; sufiic(^ it to say that the lyric 
has many modes of expression whose vary- 
ing cadences yield a wealth of music, which 
is a source of unendiu"; delifj;ht to the 
heart, mind and ear, attuned to beautiful 
thoughts and sounds, embodied in poeti- 
cal UKvisures. 

Following we present the lyric master- 

piece, "An Ode on a Grecian Urn," 
which shall ever be an eloquent testi- 
monial to the genius of the gifted poet, 
John K(nits, who died of tuberculosis at 
the early age of twenty-five years: with 
full knowledge of the unhappy fate await- 
ing him, he worked assiduously, and the 
tinge of sadness in this exquisite poem 
reveals the saddened soul of the author, 
envying the unfading beauties which he 
contemi)lates. We regret that we^ can- 
not now dwell on the particular graces of 
the poem, l)ut it is recognized as one of the 
most beautiful in the English language. 

Ode on a Grecian Urn 

By John Keats 

Thou still iinravishcd bride of quietness, 

Thou foster-child of silence and slow time, 
Sylvan historian who canst thus express 

A flowery tale more sweetly than oar rhyme: 
What leaf-fringed legend haunts about thy shape 

Of deities or mortals, or of both, 
In Tempe or the dales of Arcady? 

What men or gods are these? What maidens 
\\liat mad pursuit? What struggle to escape? 

What pipes and timbrels? What wild ecstasy? 

Heard melodies are sweet, but those unheard 

Are sweeter: therefore, ye soft pipes, plav on; 
Not to the sensual car. but, more endeared, 

Pipe to the spirit ditties of no tone' 
Fair youth, beneath the trees, thou canst not 
Thy song, nor ever can those trees be bare; 
Bold lover, never, never canst thou kiss. 
Though winning near the goal— yet, do not grieve; 
She cannot fade, though thou hast not thy 
For ever wilt thou love and she be fair! 

Ah, happ3', happy boughs! that cannot shed 

Your leaves, nor ever bid the spring adieu; 
And. happy melodist, unwearied, 

For ever piping songs for ever new; 

More happy love! more happy, happy love! 
For ever warm and still to be enjoyed, 
For ever panting, and for ever young; 
All breathing human passion far above. 

That leaves a heart high-sorrowful and cloyed, 
A burning forehead, and a parching tongue. 


Who are these coming to the sacrifice? 

To what green altar, O mj'sterious priest, 
Lead'st thou that heifer lowing at the skies, 

And all her silken flanks with garlands dressed? 
What little to^^-n by river or seashore. 

Or mountain built with peaceful citadel. 
Is emptied of this folk this pious morn? 
And. little town, thy streets for evermore 

Will silent be; and not a soul to tell 
Why thou art desolate, can e'er return. 

O Attic shape! Fair attitude! With brcde 

Of marble men and maidens overwrought, 
With forest branche."^ and the trodden weed: 

Thou silent form, dost tease us out of thought, 
As doth eternity: Cold Pastoral! 

When old age shall this generation waste, 
Thou shalt remain, in midst of other woe 
Than ours, a friend to man, to whom thou sayest, 

"Beauty is truth, truth beauty — that is all 
Ye know on earth, and all ve need to know." 

Railroading in War Times 

Recollections of Engineer Abner T. Ingels 

By Dixon Van Valkenberg 

• "Come, stack arms, men. Pile on the rails, 

Stir up the camp fire bright; 
No matter if the canteen fails, 

We'll have a roaring night. 
Here Shenandoah brawls along. 

There burly Blue Ridge echoes strong, 
To swell the brigades' rousing song 

Of Stonewall Jackson's way." 

Few pioneers of the rail possess a more 
vivid or authentic recollection of the 
turbulent Civil War, and its chaos, than 
Abner T. Ingels, the venerable dean of 
engineers of the Baltimore & Ohio Rail- 
road, and survivor of the most appalling 
carnage in the history of the nineteenth 

''Abe'' Ingels, as he is familiarly 
called, enjoys the distinction of having 
pulled an engine throttle for fifty-three 
continuous years, up to the time of his 
retirement, several years ago. In all that 
time, he killed no passenger, and but one 
employe, a fireman who was crushed 
under an overturned engine. 

While this Patriarch can still see the 
"red and green" without the aid of 
glasses, he often regales his friends with 
the vicissitudes of what he calls the 
"palmy days." Unhke most men who 
have reached the age of eighty, however, 
he is still mentally and physically robust. 

During his picturesque career, "Abe" 
Ingels has had the honor of being taken 
from his run on different occasions to 


haul such notables as ex-presidents Lin- 
coln, Garfield and Grant. He tells of one 
especially interesting trip which he made 
as the engineer of a fast train with presi- 
dent Harrison as a passenger. He had 
just returned from a very long trick at the 
throttle, but was pressed into service to 
take the president from Baltimore to the 
capitol because he was the only available 
engineer whose political faith was the 
same as Harrison's. He was running 
special and had to pull out just five 
minutes after a fast '' passenger," also 
running to Washington, and just two 
minutes before another '^passenger" 
bound for the same terminal. "Abe" 
says, however, that the stationmaster 
caught the three trains in Washington 
with exactly the same intervals of time 
between them as when they left Balti- 

A long life of struggle has not tinged 
the heart of this compatriot with as- 
perity, for when the subject of war was 
broached, he wittingly replied: "Well, 
Sherman was right when he proclaimed 
'war is h — 1,' and he might have added, 
'railroading in those days was, too,' for 
during those strenuous times life and limb 
was endangered constantly along the 
Baltimore & Ohio, which paralleled, to a 
great extent, the bloody scenes that were 



enacted with terrible toll of life between 
the north and south, along the historic 
Potomac. Especially was this true when 
General ''Stonewall" Jackson, the hero 
of the Valle}' of Virginia, pursued Banks 
to the Potomac, and entered Hari)er's 
Ferry. His advance, so sudden and un- 
expected, had spread consternation. The 
place was not fortified, nor was it defen- 

sible,and Colonel 

Miles surrend- 
ered without an>' 
effort at defense 
or escape, with 
great loss of life 
and confisGation 
of valuable rail- 
road property. 

''At the out- 
break of the Civil 
War," continued 
the V e t (^ r a n 
engineer, "my 
run was from 
Baltimore, Aid., 
to Wheeling, 
W. Va., on troop 
trains. It was 
anything but 
a pleasant task, 
I assure you, 
as the troops 
were obstreper- 
ous, and revelled 
• in all kinds of 
deviltry. One of 

their practices was to ride on top of the 
freight coaches (much to the chagrin of 
the trainmen), and shoot at the deer and 
bears in the mountain j:)asses. 

"On one occasion, a soldier was jostled 
from the top of a moving freight car and 
instantly killed by the fall. His comrades 
threatened to mutiny if I attempted to 
run the engine again, so I turned the 
responsibility over to my fireman, who 

brought the train to its destination. 
"On another occasion, 1 was coming 
east with a troop train, and had a 
meet order on the Western Express, 
the crack passenger train of the Bal- 
timore & Ohio at that time. Troop 
trains had the right-of-way over all 
other trains; but, on this occasion, we 


1 ahead of tlic 


Western Express 
and had to await 
its arrival be- 
fore proceeding. 
We had scar(,*ely 
stopped before 
an offic(T appear- 
ed on the scene 
and began to up- 
braid me for the 
dela5\ I read 
the orders to him 
but he wasn't 
satisfied. While 
we were arguing, 
the Western Ex- 
press dashed })y. 
The command- 
ing officer, whose 
patience was true 
but tried, looked 
at me in sur- 
prise, and said, 
'that was a close 
call.' This spirit 
of daring was 
of officers and 
soldiers alike. On arriving at Washing- 
ton, I reported the incident to the train 
dispatcher, and he said, 'Abe, that was 
General U. S. Grant, who wanted you to 
take the chance.' 

"When Congress convened on the 4th 
of July, 1801, and issuinl a proclamation 
calling for 75,000 troops, Washington 
was the mecca for thousands of volun- 
teers from the different anti-slavery 



states. The Baltimore & Ohio, suffice 
it to say, had its capacity taxed in hand- 
ling the incoming and outgoing soldiers. 
The troops collected in the vicinity of 
Washington had surrounded the city 
with formidable fortifications, and the 
cry was 'On to Richmond.' 

''In March, 1863, Congress passed an 
act requiring an enrollment of all the 
able-bodied male citizens of the United 
States. The whole country was divided 
into districts, for each of which a provost- 
marshal was appointed, subordinate to a 
provost-marshal-general at Washington. 
However, the War Department directed 
that engineers of locomotives on railroads 
be excused from duty, and that is how I 
escaped enlistment. Later, even the 
engineers were included in the proscrip- 
tion, and it was only by resorting to a 
ruse that I succeeded in keeping my job 
with the Company. I knew that my 
services as an engineer were much more 
valuable to my country than they would 
have been as a soldier, so I felt justified 
in practicing a little deception on the 
provosts in Cumberland and Baltimore. 

"Railroading during the war was 
fraught with many hardships ; we had long 
hours on duty, without food or rest, and 
very little pay. All braking and coup- 
ling was done by hand and the condition 
of the roadbed and rolling stock was very 
poor. The 'crab' and 'grasshopper' 
were the types of locomotives used. 
They derived their names from their 
vertical cylinders and vertical boilers. 
They were first designed to burn wood; 
but as soon as it was discovered that coal 
possessed greater fuel value, they were 
changed accordingly. 

"The following wage scale was in 
effect in 1860: Passenger firemen $1.35 
a day; freight firemen $1.75 a day; 
engineers $2.50 and $3.00 a day. One 
hundred miles was equivalent to a day's 

work. Passenger trains averaged from 
twenty to twenty-five miles per hour; 
freight trains ten to twelve miles per 
hour. There were no rigid physical 
examinations; in fact, very few of the 
trainmen could read or write. 

"The Baltimore & Ohio was the first 
of the big systems in this country to 
establish a relief fund for its employes, 
and in 1880, it was still the only organi- 
zation of this character in existence. It 
was also the first road to introduce the 
Pullman car service. 

"The engines and cars captured by 
the Confederates were used principally 
on southern roads. They seized a train 
of supphes for General McClellan at 
Harper's Ferry, just before the battle of 
Antietam, and after putting the trainmen 
to flight, confiscated the contents and 
destroyed the train. The train which 
I was running was following the confis- 
cated train closely, but we were warned 
in time and succeeded in backing to our 
starting point safely." 

The loss which the Baltimore & Ohio 
incurred from destruction and confiscation* 
during the war amounted to thousands of 
* dollars, and many men in the service were 
permanently disabled. But "Abe"Ingels 
went through the terrible siege unscathed, 
miraculously escaping bullets, fever, acci- 
dent and capture. He gives full credit to 
the boys in blue and gray for the bravery 
they showed and the suffering they 
endured — each side for its own principles. 
And he says that their unselfish example 
was an inspiration to the railroad men, 
which led them into danger scarcely less 
fateful and exploits scarcely less hazard- 
ous than those of the soldiers themselves. 
Mr. Ingels is one of the very few men 
who possess both the fifty year gold 
service medal of the Baltimore & Ohio 
and the forty year badge of the B. of 
L. E. 

Efficiency Applied to Little Things 

By B. P. Craig 
Extra Operator, Wheeling Division 



has often been said that if 
there is any place where seconds 
ire vakiable it is in the railroad 
s(Tvice. There are many seconds that 
we throw away that should not be 
squandered. I have often seen an oper- 
ator on a job where he had only a few 
trains on his turn who appeared busier 
when the whistle blew, than the man in 
a tower where vestibuled express trains 
and fast freights dart past each other 
constantly, headed in and out the big 
shed of a terminal. It is not altogether 
accounted for, this difference in the 
way the two men handle the jobs, by the 
fact that the tower man is used to the 
place and is governed to a certain ex- 
tent by routine. It is compulsory for 
the man whose levers are many, and 
whose tracks cover a large space of 
ground, to systematize his work. 

When you are asked if you have a 
copy of the consist you sent, brother 
operator, do you have to dig under- 
neath an avalanche of ''19's" and '^31's" 
filed on the same hooks with these con- 
sists? You save a second or so if you 
have that consist where you can put 
your hand on it — where there is nothing 
filed but consists and perhaps messages. 

A conductor is waiting in the siding, 
you are copj'ing an order for him and 
he doesn't notice that you are busy, i)ut 
interrupts to ask for a piece of message 
clip, when he cornes into the office. It 

would have saved your Ijreakiug the 
disp)atcher on that order or having to 
ignore the captain's request had you 
thought, when you were not busy, to 
have placed a pad of clip on the table 
for such purposes. 

When 3^ou worked extra haven't you 
picked up one of the carbons from a pad 
of ''flimsy," looked through it at the 
light and noted that it was nearly trans- 
parent from long usage? Why make 
the engineer strain his eyes by lantern 
light to read a very pale copy order 
when there is plent}' of good new car- 
bon in the stationery case. Carbons 
may be used many times before th(\v 
are worn out. But the Company doesn't 
want us to use them after they are si) 
jwor as to make it possiV)le for an order's 
being illegible and misread. 

When working at an agency job, 
where 3'ou have to handle express bills 
with railroad mail and a baggage l)ook, 
do you hand tlu^n all to the express 
baggageman in a confused ])ile or in 
separate piles so that he can put each 
class where it belongs as he gets it? 
You are saving him time if you do. 

There's a great deal of truth in the 
saying that we have read on the post- 
cards, that ''He who is not worth any 
more than he is getting will never be 
getting any more than he is." 

Let's see if we can't increase our effi- 
ciency in handling the little things. 





Robert M. Van Sant, Editor 
Herbert D. Stitt, Staff Artist 
George B. Luckey, Staff Photographer 

Economy Plus Sentiment 
Back of Safety 

MOST of the larger cities in the 
country have well organized com- 
mittees and commissions to push 
the '^Safety First" movement. 
Philadelphia has just concluded a car- 
nival of Safety which it is hoped will be 
far reaching in its results. The members 
of our General Safety Committee played 
a prominent part in the proceedings. 

Why is it that this movement has 
stimulated public imagination and en- 
thusiasm as no other has for many 
years? Principally for these two rea- 
sons : First, because it is only compara- 
tively^ recentl}^ that we began to appre- 
ciate the value of human life. The con- 
servation of the soil, the forests and our 
water supplies was for a time of greater 
moment to us than conservation - of 
human energy and life. Now we know 
the economic worth of a healthy, strong, 
active body. It can scarcely be com- 
pared to any other unit of energy such as 
an acre of land or a one hundred foot- 
wide stream flowing six miles per hour. 
Secondly, because there is spread through- 
out this country a broader and more sym- 
pathetic feeling for our fellow man. 

These two underlying reasons for the 
strength of the ^'Safety First" movement 
offer a fine analogy to the two methods 
by which far reaching effects in the move- 
ment can be obtained. The one method 
can properly be called economic; the 

other method is born of sentiment. By 
economic we mean the artificial means 
taken to prevent injuries and fatalities, 
the replacing of bridges, the guarding of 
machiner}^ and the building of a thousand 
and one safety devices with which we are 
all familiar. These, however, are hope- 
lessly inadequate unless back of their 
building and supplementing their con- 
struction and use is the determined senti- 
ment of cooperation on the part of the 
humans engaged in great industries in the 
Safety work. And it is encouraging to 
realize that every one of us on this Rail- 
road, be his position of greater or less 
importance, can give wholehearted and 
resultful support to the great movement. 

To Lovers of Poetry 

We are very fortunate in being able 
to publish in the Magazine, articles on 
the various forms of poetic expression, 
by Louis M. Grice, chief clerk to the 
auditor of passenger receipts. In addi- 
tion to a number of delightful composi- 
tions which Mr. Grice has contributed 
to the Magazine, he has had his poems 
published in some of the finest literary 
mediums in the country. To all of our 
readers who are fond of poetry or who 
would like to have a clearer understand- 
ing of poetic form and incidentally read 
some selected masterpieces illustrating 
them, we commend heartily these articles 
by Mr. Grice. 


On page twenty-four of the April issue 
of the Employes Magazine, second 
column, just below the illustration, it was 
stated that the 302,558 treated ties 
shipped from our Green Spring plant in 
1913 comprised nearly ten per cent, of 
the treated ties used by all the railroads 
in the United States in the same year. 
It should have been stated that these 
ties comprised one per cent, of this total. 

Plank in the Platform of the Maryland Republicans, ^ 

Adopted September 28th, 1914 | 

*'To starve the Railroads is to starve the Nation and we beheve that ^^ 

the deplorable condition of the Railroads of the country calls for relief ^^ 

through the proper Governmental Agencies, fully without stint, freely ^= 

without delay, for the benefit of the Railroads as public carriers and for ^= 

their hundreds of thousands of employes." ^^ 

lllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllilllllllllllllllll^ * ■ 

Summary of Business Conditions ^ 

From "The Bache Review" ^^ 

General business is affected by a kind of stupor, due to sonietliing bey(.ml ^^ 

the shock of war and the stringency in money. ^g 

It is because there is no market for securities. ^g 

As Icng as the Stock Exchange of a countr}' is closed capital issues are ^M 

held up and tlie wliole country feels the damaginjij effect. ^= 

Because the Exchanjie is closed and securities cannot be sold, cities. ^^ 

counties and states have been forced to dr(;p improvements and thousands of ^= 

manufacturers have reduced their production and cut their payrolls. ^M 

The barrier to reopening the Exchange is the menace of a great mass of ^M 

foreign sales threatening to engulf it. and this situation is aggravated because ^g 

a very large part of American securities is discredited by the disastrous situa- ^g 

tion of the railroads. If the railroads of the country were making liberal ^M 

earnings our securities would be the most attractive in the world, because ^M 

they would be the highly profitable issues of the only great country in the ^M 

world at peace. Holders abroad then, would keep back hundreds, and per- ^g 

haps thousands, of millions of these securities, because they would be eager to ^^ 

hold them, believing in their stability and liability to advance. On this new ^M 

basis these securities would be the last things they would part with, as they ^M 

would be far safer than the securities of any other country or than money in ^M 

hand with Europe at war. ^p 

To produce such a situation seems necessary to the reopening of the ^ 

Exchange. The reopening is necessary to bring about industrial activity and H 

prosperity. ^^ 

How then can the situation be produced? The power is absolutely in the ^M 

hands of the Interstate Commerce Conmiission. They have restricted the ^g 

earning powers of the railroads since 1910, until today the roads, largely b}' ^g 

reason of insufTicient rates, are, many of them, in the hands of receivers, others ^^ 

are facing bankruptcy, and only a few of them are making a successful showing. ^g 

The railroads have not been making money for a long time. They have ^g 

been compelled to default within the last few months on obligations equal to ^M 

half the national debt. Their income has decreased in one year S120,000.000, ^g 

and no relief is in sight. ^g 

There is only one way to save the situation, and this is by a liberal ^M 

increase in rates . ^ 

The business of the country cannot proceed normally and successfully ^M 

until the St( ck Exchange is open. ^^ 

The Exchange cannot open successfully until our securities are made ^= 

especially attractive through atnple earnings. ^g 

The Interstate Commerce Commission can bring this about by a turn of ^g 

the hand. ^M 






Vh«ra do you place safety in relative Importance among the ends 
to be songbt in the (yperatlon of a road? 


^ FOR AUGUST. 1914 

Delphos $10,423 

Toledo 9,454 

Indiana 9,065 

Illinois 7,774 

Connellsville. . 4,843 




Ohio River 






Shops and 



nanee of 





* Indicates that these divisions did not have a 
single case of personal injury in the class of service 


We show here, each month, on the 
"hammer" test, the five divisions mak- 
ing the best showing in injuries, based 
on wages paid, divided as between acci- 
dents occurring ''In and around trains 
and yards," "In and around shops and 
engine-houses," "Maintenance-of-Way" 
and ' Total." Formerly we figured 
the standing of each division on the 
number of employes, but, in many ways 
this is unfair; for instance, if work is 
slack practically the full number of 
names appears on the rolls but the 
amount drawn is less; therefore, it is 
evidently fairer to show the wages 
earned per injury; then, if business falls 
off the wages will do the same, and the 
liability of injury is correspondingly 
decreased. It is understood that the 
amount of wage indicated is represen- 
tative of one injury. 

AUGUST, 1914 

T„„„j In and 

Arn^fnH Around Mainte- 

Divisions TraiS^and Shops and nance of Total 
Yards Engine- Way 
iaiuo houses 

Philadelphia. $ 6,505.00 $1,049.00 $26,694.00 $3,385.00 

Baltimore... 3,818.00 791.00 5,366.00 2,116.00 

Cumberland.. 4,519.00 1,406.00 2,984.00 2,503.00 

Shenandoah.. 2,810.00 * 851.00 5,680.00 3,740.00 

Monongah... 3,652.00 3,008.00 4,758.00 3,624.00 

Wheeling.... 5,989.00 3,191.00 5,586.00 4,778.00 

Ohio River.. 2,457.00 2,838.00*11,984.00 3,040.00 

Cleveland.... 6,091.00 1,862.00 8,773.00 3,586.00 

Newark 4,644.00 1,867.00 11,443.00 3,299.00 

Connellsville. 6,619.00 3,243.00 3,782.00 4,843.00 

Pittsburgh... 4,813.00 3,109.00 8,852.00 4,249.00 

Newcastle.. 7,154.00 2,391.00 6,801.00 4,580.00 

Chicago 3,307.00 1,253.00 12,434.00 2,262.00 

Chicago Ter'l 

Ohio 8,995.00 1,446.00 *21,722".00 3,866.00 

Indiana 17,974.00 3,394.00 8,258.00 9,065.00 

Illinois 14,960.00 5,915.00 9,077.00 7,774.00 

Toledo 13,357.00 6,043.00 16,021.00 9,454 00 

Delphos 7,536.00*12,776.00 6,926.00 10,423.00 

Indianapolis.. 7,629.00 2,183.00 18,172.00 3,982.00 

Average 5,425.00 2,044.00 6,913.00 3,659.00 

* Indicates no personal injuries. 


The following interesting clipping from the 
New York Evening Post was sent in by one of 
our Columbus, Ohio, Yardmen: 

A copy of "Rules for Conductors," published 
in 1856, has been found by the Lehigh Valley. 
One of the rules reads: 

"Always leave Mauch Chunk and Easton on 
time, if possible. In case of wet rails or bad 
tracks the morning trains trom Easton may 
leave enough ahead of schedule time to arrive 
at Bethlehem before the down passenger train 
arrives. Run as near schedule time as possible, 
and in no case allow your engineer to run into 
a station more than five minutes ahead of time, 
except at stations where you get your meals, 
or where you take fuel and water." 

One reads: "Instruct your brakeman not to 
press so hard on the brake as to slide the 
wheels." Here is another: "When running 
out of time against an opposing train also out 
of time, you will invariably flag the curves." 
Rule 33 reads: "In case of danger or doubt, 
always take the safe side, and bear in mind 
that Safety is the first consideration." 

^^E^Ct-sjL^ MEJ^ITT K.OL/1^ 



The accompanying picture shows James H. 
Murray, machinist at Clifton shops, and nephew 
of James H. Chirk, superintendent floating 
(HiuipnuMit. On Aufiust 31st, about 3 p. m. 

"Jim" was work- 
ing on the lighter 
"Monoeacy," when 
lie heard a call' for 
help coming from a 
young lady swim- 
ming several hun- 
dred feet away 
from where he was 
working. He iin- 
inediately jumped 
overboard and 
swam to her. She 
was about to go 
down for the last 
time when he arrived and brought her to shore. 
Upon arriving there he was met by others who 
had heard the cry for help and he also found out 
that the young lady was his own cousin. She was 
taken to the hospital in a very serious condition. 
Jim is a fine swimmer and reached the young 
lady just in time to save her from being 
drowned. He is to be highly complimented. 


The following commendatory letters have 
been sent to our men by the superintendent: 
W. E. Cox, Brakeman, 

Riverside, Baltimore, Md. — 
"I have to thank you for very close attention 
to you work, which re- 
sulted in important dis- 
cover}' on Baltimore & 
Ohio car No. 22148, in 
train of extra east No. 
4009 at Felton, August 
14th. Actions of this 
kind arc appreciated 
and will not be for- 
W. E. COX .gotten." 


J. S. Barnes, 

Bridge Watchman, 
Care Mr. T. E. Thomas, 
Wilmington, Del. — 

"I have to thank you for your close attention 
to matters that concern the welfare of the Divi- 
sion as evidenced by j'our discovering a danger- 
ous condition on August 3Lst, and VQry promptly 
notifying the (iispatcher. 

''This resulted, of course, in his notifying all 
train crews to make an inspection of equipment 
and trouble was thereby preventerj. Such ex 
cellent service will not 
be forgotten." 

Mr. Barnes worked on 
the first Compan}' bridge 
built at Havre de CJrace, 
and at its completion 
was employed by Mr. 
McClair, who was at that 
time supervisor of 
bridges and buildings, 
as bridge inspector at 
34-A. He commenced 

work for the Company in 188fi, and has been 
known always as a faithful and interested em- 

A. W. Trundle, Brakeman, 

Riverside, Baltimore, Md. — 
'T thank you for very close attention to your 
work, which resulted in important discovery on 
Q. C. car No. G04, in train of extra east No. 
4013, eastboimd siding at Poplar, August Kith. 
Actions of this kind are appreciated and will not 
be forgotton." 

J. O. F. Corell, Jr., Brakeman, 
Riverside, Baltimore, Md. — 
"I am very glad indeed to hear from your 
conductor that on the evening of the 2nd, in 
pulling train into siding at Carrolls, Baltimore, 
you discovered a defective condition on Bal- 
timore & Ohio car No. 133947. Very likely you 
prevented a derailment with possibly great 
damage and even loss of life, and I take this 
opportunity to thank you for your attention to 




your work and to tell you that a copy of this 
letter has been sent to the Discipline Bureau, 
with request that an entry be made on your 

J. E. Edenfield, Brakeman, 

Riverside, Baltimore, Md. — 
''From reports in connection with your dis- 
covering condition of Baltimore & Ohio car No. 
38251 on extra east No. 
5111 on the 4th inst., I 
want to tell you that 
your watchfulness and 
prompt action in having 
the train stopped is 
appreciated, and will 
not be forgotten; further, 
that a credit entry 
has been made on your 
J. E. EDENFIELD record." 

Joseph A. Lutz, Brakeman, 

Riverside, Baltimore, Md. — 
"I appreciate your very close attention to 
w^ork, which resulted in part in the discovery 
of a dangerous condition on P. & R. car No. 
8654 at Park Junction on August 29th; of a bad 
condition on Baltimore & Ohio car No. 20562 
at East Yard, August 30th, and defective con- 
dition of steel car loaded with hot cinders at 
Mt. Clare on September 7th, car Baltimore & 
Ohio No. 43811. These several evidences of 
your watchfulness are greatly to your credit 
and have been made a part of our records." 

W. H. StoUemaier, Brakeman, 
Riverside, Baltimore, Md. — 
"I take pleasure in complimenting you on 
strict attention to your work on train 2nd No. 
95 on August 19th, which resulted in your dis- 
covering bad condition under P. & R. car No. 
81239. Good work of this kind is appreciated 
and a credit entry has been made on your 

The following commendatory letter is self- 

"W. L. Robinson, 

Supervisor of Fuel Economy. 
Dear Sir:— 

I rode engine No. 5107 on train No. 4, consist- 
ing of eight steel cars, yesterday with engine- 
man L. Marks and fireman H. Hilton; left Balti- 
more on time and arrived at Philadelphia on 
time. We burned 299 scoops of coal between 

Baltimore and Philadelphia, averaging fourteen 
pounds per scoop, or 4186 pounds, making about 
5.45 pounds per car mile. 

■'In connection with this trip, I wish to state 
that this engine was fired from Baltimore to 
Philadelphia absolutely without smoke; in fact, 
it looked as though the engine had been fired 
with coke between these points. It was hot all 
the time and the train was on time at all points. 
It was one of the best performances I have ever 
seen in regard to smoke. I think that work of 
this kind should be made note of. Grate bars 
were shaken once and rake used once between 
Baltimore and Philadelphia. 

Yours truly, 

W. E. Cavey, 
Supervisor of Locomotive Operation." 


On the morning of July 24th, Paul Purgitt, 
roundhouse clerk, in going through the shop 
saw a fire blazing beside engine No. '4326. He 
ran to see , what was 
burning and when he 
reached the engine, dis- 
covered that a quantity 
of oil had leaked from 
an oil burner which was 
being used in making re- 
pairs to the engine. The 
oil caught fire while the 
workmen were away from 
the engine and Paul 
carried water in an old 

water cooler and extinguished the fire. The 
fire was making good headway and if it had not 
been discovered when it was, would possibly 
have caused damage to the building. 


John B. Welty of the 
local inspection force is 
deserving of special 
mention for efficient ser- 
vice rendered on Septem- 
ber 17th. He discovered 
a damaged center pin on 
car in train No. 55. This 
is the second instance in 
which Mr. Welty has 
earned ''Special Merit" honors, which speaks 
well for his watchfulness and care of the Com- 
pany's interests. 






On September 25th brakcinaii H. ^^ hite on 
No. 3-74, observed, just east of Moatsville. fire 
ana dirt flying under eighth car from engine. 
He signalled for train to stop, when a rlcfective 
condition was found. Necessary arrange- 
ments were made and train proceeded. Brake- 
man White has been commended for his watch- 

On July 19th, engineer 
R. W. Bair, discovered 
bridge just east of War- 
wick on westbound track 
on fire, and same was 
put out without serious 
damage to the bridge. 
Mr. Bair is to be com- 
mended for his watchful- 
ness in this case. 

H. w. RAIR 

Conductor Duckworth has been commended 
for meritorious service rendered while in charge 
of extra engine No. 28G0, into Grafton, from the 
Belington Branch, September 15th. 


C. H. Murra}', of Sistersvillc, discovered a 
defective condition on train No. 712 after he 
had delivered orders to engineer McConnell 
and train was moving. His observation and 
prompt action are very much appreciated. 


On August 23rd, oper- 
ator Y. S. Hoover, dis- 
covered car on fire near 
telegraph office. Belt Line 
crossing, called for help, 
then went to work on fire, 
and had same out before 
help arrived. He is to be 
commended for his watch- 
fulness and action in this 

Engineer E. T. Robson on train No. 11, -Sep- 
tember 18th, discovered bridges at Parral, O., 
and Strasburg, O., on fire, stopped and put the 
fire out at each place. He is to be commended 
for his watchfulness and action. Mr. Robson 
was employed as fireman in 1887, and promoted 
to engineer in 1899. 

On September IGth, conductor R. F. StaufTer, 
while walking along west side of 10th Avenue 
yard, Lorain, discovered 
Baltimore & Ohio car 
No. 29629 on fire, called 
engine No. 1116, which 
was working close by. 
and with aid of hose on 
engine, put fire out with 
slight damage to the 
car. Mr. StaufTer is to 
be commended for his 
watchfulness and quick 
action in this case. 

(See page 76 
August is.sue) 


(See page 73 

September i.<;sue) 

Conductor Stapleton is to be commended for 
meritorious service performed on September 
10th at Goshen. Mr. Stapleton was employed 
as brakeman in 1903, and promoted to freight 
conductor in 1905. 

On August 23rd, engineer J. Leskcy noticed 
car on fire on Towles Brick Co. siding, as did 
engineer G. S. Briggs on rear engine of train 
No. 96. These men notified conductor, who 
cut off rear engine, got 
cars out on main track, 
and with the assistance 
of engineer Briggs and 
fireman Cox, attempted 
to put out fire. Being 
unable to do this at that 
point, they took cars to 
Belt Line crossing, where 
fire was put out with 
engine hose. 


^See page 74 
September Lssue) 


On Thursday morning, September 9th, about 
3.30 o'clock, Sylvester Henderson, age 20, and 
Orville Henderson, age 17, of Philo, Ohio, 
started for Zanesville with a load of produce. 
As they were rounding the Narrows (just above 
Philo) in the most narrow part, they happened 
to look toward the railroad and saw that a 
rock, about three by four feet, had fallen from 
the hill during the night and lay right on the 
rail. They stopped their team, got out, and 
with much effort removed the obstruction. If 
train No. 86 had been en time that morning and 
the boys had not removed the rock, there 



would probably have been a serious wreck, as 
it was too early for any crews to be out. The 
track at this point is along the river edge. 
Sylvester and Orville are the sons of John 
Henderson, bridge carpenter; who has been 
employed by the Baltimore & Ohio on O. & 
L. K, branch for twenty-seven years and is 
still in service. The superintendent sent the 
boys a letter of sincere appreciation, and we 
congratulate them upon their splendid work. 

While handling train second No. 97, August 
5th, J. V. Gallagher, conductor, discovered 
bridge east of Sonora on fire, stopped at that 
point and promptly noti- 
fied crew of train No. 98. 
This resulted in putting 
the fire out before it 
did very much damage 
and also in protecting 
train No. 98. A credit 
entry has been made on 
his record and a letter 
of appreciation sent 

On August 18th. as fireman E. S. Johnson on 
engine No. 1921 was passing train No. 30 in 
the Newark yard, he noticed a defective con- 
dition on Baltimore & Ohio car No. 123622. He 
called assistant foreman Pierson, pointed out the 
defect to him, had car carded and removed from 
the train, thereby enabling us to avoid a possible 
serious damage to Company property. Mr. 
Johnson has been with the Company about 
twenty-five years. 

R. E. McKee, freight agent of the Com- 
pany at Mansfield, Ohio, was instrumental in 
saving the life of Miss Thelma Siegler at the 
North Main Street railroad crossing in Mans- 
field. She was driving a horse hitched to a 
buggy and the animal became frightened near 
the crossing and turned and ran down the rail- 
road tracks, the swaying of the buggy throw- 
ing Miss Siegler between the wheels and the 
body. Mr. McKee succeeded in stopping the 
horse and rescuing her from her perilous 


Brakeman F. E. Smith, performed a merito- 
rious service at Fairhope, Pa., September 10th, 
for which he is to be commended. Mr. Smith 
©atered the service of the Company aS brake- 

man, November 25th, 1903, and was promoted 
to extra conductor February 12th, 1910. He 
has been written a letter of commendation by 
the superintendent. 

Engineer C. M. Ramage is to be commended 
for a meritorious act performed on Evans 
Branch, September 11th, and has been com- 
mended by the superintendent. Mr. Ramage 
entered the service of the Company as brake- 
man October 5th, 1901, was transferred to the 
position of locomotive fireman, January 9th, 
1902, and promoted to engineer November 27th, 

Engineer H. Harbaugh, on September 12th, 
performed a meritorious act for which he is to 
be commended. Mr. Harbaugh entered the 
service as fireman, November 28th, 1902, and 
was promoted to engineer October 31st, 1906. 
He has been written a letter of commendation 
by the superintendent. 

Track foreman T. B. Bracken is to be com- 
mended for a meritorious act performed on Au- 
gust 13th, at eastbound siding at Foley. Mr. 
Bracken entered the service in capacity of track 
laborer in April, 1890, and was promoted to 
gang foreman, February 1st, 1905. 

Harry Fletcher of South Connellsville, Pa., 
is to be commended for a meritorious act at Mt. 
Braddock, Pa., August 27th. He has been 
written a letter of appreciation by the superin- 

Conductor W. H. Wilson is to be commended 
for a meritorious act performed at Oliver 
Works, September 2nd. Mr. Wilson entered 
the service as brakeman. 
May 26th, 1893, and was 
promoted to conductor 
July 22nd, 1896. He has 
been written a letter of 
commendation by the 
superintendent and a pro- 
per notation has been 
made on his service 
record. w. H. WILSON 

On September 5th, brakeman T. M. Bowman, 
performed a meritorious act at Rockwood, for 
which he is to be commended. Mr. Bowman 
entered the service of the Company in capacity 
of car inspector, March 1st, 1902, and was trans- 
ferred to the position of brakeman, January 
10th, 1906. He has been written a letter of 



commendation by the superintendent and proper 
notation will be made on his service record. 

On September 13th, third trick operator D. 
C. Ober of Morgantown, performed a merito- 
rious act, for which he is to be commended. Mr. 
Ober has been in the service of the Company, in 
capacity of extra operator since February 14th, 
1913. He has been written a letter of com- 
mendation by the superintendent and this case 
will appear on his service record. 


On August 30th, while unloading slag at 
Smithton, supervisor M. J. Haney, noticed a 
boy about twelve years old standing on west- 
bound track and train No. 11 approaching. He 
succeeded in pulling the boy ofT the track when 
train was about ten car lengths away, thus 
saving his life. 

On September 12th, about 1.15 p. m., while 
standing near train shed at Pittsburgh, waiting 
for his engine, yard brakeman T. J. Molj^ieaux 
noticed engine No. 1300 backing from station 
and heard conductor Seagriff call to the fire- 
man that the brake rigging was down. The 
fireman evidently did not hear what was said 
as no effort was made to stop, whereupon Mr. 
Mol>Tieaux jumped on the pilot and applied air. 
The engine was stopped and necessary repairs 

On August 11th, sewer under bridge 203 caved 
in, washing out the foundation under one ped- 
estal, thus leaving seventy feet of this bridge 
without support. This condition was noticed by 
NickolassMazzotta, fireman on one of the Car- 
negie Steel Co.'s engines 
working in this vicinity, 
who immediately notified 
carpenter foreman Smith. 
Flagman wasplaced on the 
bridge to- protect trains. 
Mr. Mazzotta has been 
written a letter by the 
proper official and com- 
NK K .\i.\zzuTi A mended for his act. 

The following is from the McKeesport Daily 

Only the vigilance of the engineer, John Mc- 
Munn, and the fact that his train was running 
slowly, prevented a tragedy at the Fifth Ave- 
enue crossing of the Baltimore & Ohio Railroad 


yesterday morning, when a woman and a little 
girl about four or five years old, names 
were not learned, ran directly in front of the 

The train, running west, was pulling into the 
Fiftii Avenue crossing, when the woman and the 
girl darted across the tracks. Officer HnMinan, 
who was on duty at the 
crossing, jumped on 
the tracks and seized 
them, attempting to get 
them from in front of 
the train. 

The engineer saw the 
danger and brought his 
train to a stop a few 
feet from the policeman, 
woman and little girl. 

In his report to Chief Myers, Officer Brennan 
says that he couldn't give^Ir. McMunn enough 
credit, as all three would likely have been 
killed had he not brought his train to a stop 
when he did. He added that had the train 
been running fast it would have been next to 
impossible to stop in time to avoid running 
them down. 

On August 14th, train No. 97 had defective 
condition on Baltimore & Ohio car No. 53959, 
which was discovered by foreman Smith and 
inspector Jamieson, who notified crew of train 
and yard people at Willow Grove. Train was 
stopped and defective rigging removed from car. 

On August 27th, while train No. 90 was 
passing McKeesport, brakeman F. H. Curran, 
who was standing on platform, noticed air 
sticking on Baltimore & Ohio car No 87430 and 
wheels red hot. He immediately pulled release 
rod in an effort to release brake, but air would 
not release, whereupon he boarded car to ascer- 
tain if hand brake was set. Finding that this 
brake was not set, he investigated further and 
found retainer up. He turned it down, thus 
releasing brake. Had it not been for the interest 
taken by Mr. Curran, who was not a member 
of the crew, possibly an accident would have 

On August 24tli. while supervisor M. Con- 
nelly was in the vieinity of West Newton, he saw 
accommodation backing up from station and 
discovered horse and buggy approaching cross- 
ing. He made motions for vehicle to stop as 
train was approaching, but received no atten- 
tion, whereupon he seized bridle and succeeded 



in stopping horse 

in time to prevent serious 


On September 15th, yard brakeman George 
W. Arrow, New Castle Junction, found a piece 
of flange in the westbound yard, and made an 
immediate report to the general yardmaster's 

Instructions were issued to all concerned to 
be on the lookout for a car in the yard with 
flange missing. Two hours later brakeman 
W. P. Gilliland found Baltimore & Ohio car No. 
125479 with eighteen inches of flange broken off 
one of the wheels. It was discovered that the 
flange found by Mr. Arrow was that which had 
broken off wheel on this car. These two brake- 
men are to be complimented on their watch- 
fulness and prompt action to prevent serious 
damage to Company's property. 


On August 10th, when train No. 98 was pass- 
ing Standley tower, operator C. N. Shuman 
observed fire in the roof of the fourth car from 
the engine. He at once attemped to get signal 
to engineer but without result. However, he 
flagged the rear end, the train was stopped and 
fire extinguished before much damage was done. 
The prompt action of Mr. Shuman undoubtedly 
prevented a bad fire and considerable damage, 
for the car was loaded with merchandise and 
running at a high rate of speed, and before 
reaching Holgate the fire would have been 
unaer such headway that it would have been 
almost impossible to put it out before grea^ 
damage was done. 

A. J. Connor, third trick operator at Re- 
public, has been given a 
letter of commendation 
for his watchfulness and 
prompt action August 
21st, when he discovered 
a dangerous condition on 
a passing freight train. 
He quickly flagged the 
train and the aanger was 
A. J. CONNOR eliminated. 

September 14th, conductor J. H. Reed, on 
train No. 27 at Bloomdale, noticed a dangerous 
condition in train No. 98 that was passing at 

full speed. Through the efforts of conductor 
Reed the train was brought to a stop and the 
dangerous condition removed. His prompt 
action undoubtedly prevented a derailment. 

While supply train was going west from 
Milford Junction on the 15th inst., brakeman 
George Shisley noticed a piece of steel in the 
throat of the No. 16 hard center frog at the inlet 
switch of eastbound siding. He stopped the 
train and went back and removed the piece of 
steel, which he found to be a piece of brake shoe. 
The break was fresh and he immediately ex- 
amined his train to see if it had fallen off his 
train. He found brake beam down on Baltimore 
& Ohio car No. 44050, and fastened same up 
and thereby avoided a possible accident. This 
is splendid all-around work. 


On the evening of September 12th, conductor 
L. M. Loucks and his brakeman, F. E. Heirich, 
discovered the roof of a car in the East Chicago 
yard burning and carried water in buckets from 
a distance of thirty car lengths to extinguish the 
fire. It was extinguished before much damage 
was done. But for the coolness and quickness 
of Messrs. Loucks and Heirich, considerable 
loss would have been sustained as the yard was 
full of cars and a very strong wind was blowing. 
Their interest and prompt action are heartily 


Fred Artman, flagman on Cincinnati - St. 
Louis train No. 11 on September 9th, ex- 
tinguished a fire on Laughery Creek bridge. 
Engineer Caden discovered bridge on fire and 
brought train to a stop, but not until train 
had passed over fire; this bridge is 110 feet high 
and about 1,000 feet long with no walkway, 
which made the task all the more dangerous 
for Mr. Artman. He entered the service of the 
Company in 1894, and on many occasions has 
proved himself a loyal employe. 

Engineer Fred Downs and conductor Lewis 
Routt deserve special mention for detecting 
and reporting a defect in track at Culloms, 
September 15th. Engineer Downs has been in 
the service of the Company about fourteen 
years, and conductor Routt sixteen years. 




J. A. 1']. Bulirow, oper- 
ator, Tolodo Division, 
was commended by the 
superintendent for close 
observation in matters 
pertaining to Safety on 
Aufiust 10th. Mr. Ruh- 
row entered the service 
October 20th. 1018. 

Conductor J. E. Morriscy was given a letter 
of commendation August 29th for his close 
attention to matters of Safetj-. 

Conductor W. F. Dietler was written a letter 
of commendation by the superintendent on 
August 14th for his prompt manner of reporting 
conditions along the lines of Safety. 

Conductor H. B. Smith was written a letter 
of commendation for his meritorious act of 
August 31st. 

E. F. Stenger, agent at Whitfield, was 
written a letter of commendation by the super- 
intendent for his prompt report of condition of 

train passing liis office on Septcmlx-r 4fh. 


The crew of train Xo. 782, Spriiigfiehi J)i\ i.sion 
consisting of conductor Frank .\lexan(h'r, brake- 
men Merrit, Traxler and Clark, engineer 
Fletcher and fireman Hill, have been com- 
mended for meritorious service near Rarnard, 
Ind. They discovered a fire in a field adjoin- 
ing the right-of-way, stopped the train and the 
entire crew worked for several minutes in ex- 
tinguishing it. It would shortly have reached 
some farm buildings and caused heavy damage. 
The action of this crew shows that they have 
the interest of the Company in mind, as the fire 
would have caused a heavy loss to the owner 
of the property and to the Company in settling 


B. E. D. 

"With pleasure, sir," Nothing extraordinary about that remark, is 
there? But it brightened things up wonderfully as it came through the 
ticket window of a Baltimore and Ohio station — sweetened the questioner 
— made him feel good. 

Strange, isn't it, how a pleasant word and manner brighten our sur- 
roundings and make the task at hand so much easier to handle? But 
it's true. 

Patrons of the Company have a right to expect courteous treatment. 
Unload that grouch — throw the chip from your shoulder — there is nothing 
truer than "a soft answer turneth away wrath." 

If you haven't tried it, start at once; see how much easier your job 
gets. It's a cinch. 

When the shipper calls you on the 'phone, answer him in a cheery 
manner. Make him know by the tone of your voice and your words that 
you're in good humor and not sore because the telephone bell disturbed 
your work. 

Courtesy is a valuable asset. Persistent courtesy will soon win for 
you a reputation that will be heralded far beyond the confines of your 
workshop. Add it to your accomplishments^ — keep it in mind- it will 
grow, and you will grow with it. 

Try it^it's great stuff. 



"I Believe" — An Everyday 



BELIEVE in my job. It may not be a very important 
job, but it is mine. Furthermore, it is God's job for 
me. He has a purpose in my life with reference to 
his plan for the world's progress. No other fellow 
can take my place. It isn't a big place to be sure, 
but for years I have been molded in a peculiar way to 
fill a peculiar niche in the world's work. I could 
take no other man's place. He has the same claim as specialist that 
I make for myself. In the end the man whose name was never heard 
beyond the house in which he lived, or the shop in which he worked, 
may have a larger place than the chap whose name has been a house- 
hold word in two continents. Yes, I believe in my job. May I be 
kept true to the task which lies before me— true to myself and to 
God who entrusted me with it. 

I believe in my fellow man. He may not always agree with me. 
I'd feel sorry for him if he did, because I myself do not believe 
some of the things that were absolutely sure in my own mind a 
dozen years ago. May he never lose faith in himself, because, if 
he does, he may lose faith in nne, and that would hurt him more 
than the former, and it would really hurt him more than it would 
hurt me. 

I believe in my country. I believe in it because it is made up 
of my fellow men — and myself. I can't go back on either of us 
and be true to my creed. If it isn't the best country in the world 
it is partly because I am not the kind of a man that I should be. 

I believe in my home. It isn't a rich home. It wouldn't satisfy 
some folks, but it contains jewels which cannot be purchased in 
the markets of the world. When I enter its secret chambers and 
shut out the world with its care, I am a lord. Its motto is service, 
its reward is love. There is no other place in all the world which 
fills its place, and heaven can be only a larger home, with a Father 
who is all wise and patient and tender. 

I believe in today. It is all that I possess. The past is of value 
only as it can make the life of today fuller and freer. I have no 
assurance that tomorrow will come. I want to make good today. 






E. R. ScoviLLE, Transportation Department, Acting Chairman 
JoHN^ Hair, Motive Power Department J. T. Campbell, Stations and Traffic 

W. McC. Bond, Maintenance of Way Dep't Dr. E. M. Parlett, Relief Dep't, Sanitation 

B. C. Craig, Safety Appliances 

Advisory Committee 

A. Hunter Boyd, Law Department J. W. Coox, Operating Depart mem 

Dr. J. F. Tearney, Relief Department 



''Bill" Logiie can be seen at the comer of 
Howard and Lexington Streets any Saturday 
afternoon. He says he looks in the jewelry 
stores. What's the attraction? 

"Head" Hohman. Jr., took his best girl to 
the ball at the Fifth Regiment Armory, and 
said it was a dazzling afTair. 

George W. Presgrave has just returned from 
his hone3'moon, on which he went to his home 
in Sterling, Virginia. George says he is not 
yet ready to receive his friends, but will send 
invitations out later. 


Thearcompanyingi)ictureisof LadyOrmskirk. 
a daughter of cliainpion Omiskirk Artist. So 
far Lady Ormskirk has been shown only once, 
at the great Baltimore Show in 1012, but on 
that single occasion she carried off the following 

silver cup and silv 

Three blue ribl)<)r.f 

These honors Lady Ormskirk won on her merit 
as the best American bred female collie in the 
show. She is the property of T. J. Cullimore of 
the Loss and Damage Bunvm wbo jg justly 
proud of his beautiful collie. 





F. W. Nelson, Correspondent 


Station Service 

J. J. Bater Agent, 26th Street 

A. L. MiCKELSEN Agent, Pier 7 

J. T. Gorman Agent, Pier 21, East River 

E. W. Evans Agent, St. George 

Albert Oswald Foreman, Pier 22 

Marine Power 

Edw. Salisbury Assistant Terminal Agent 

Edw. Sparks Marine Engineer 

E. G. Clark Master of Marine 


NiEL Gadeberg Barge Captain 

Henry Bull Barge Captain 

Repairs in General 

John Johns Master Carpenter 

Nicholas Johnson 


W. B. Biggs Agent, Pier 22 

Personal Injury 

E. W. Evans Agent, St. George 

J T Gorman Agent, Pier 21, East River 

Edw. Salisbury Assistant Terminal Agent 

Loss and Damage 

A. L. MiCKELSEN :^ .. Agent .Pier 7 

Albert Oswald ■ . .Foreman, Pier 22 

Michael Degnon Foreman, 26th Street 

Safety Appliances 

J J Bayer Agent, 26th Street 

Edw. Sheehy Foreman, Pier 7 

Albert Oswald Foreman, Pier 22 

Cliff Speckman of the eastbound is another 
one of the boys who spent his vacation in Bos- 
ton. When quizzed about the attraction, he 
murmured ''the beans are great." 

Charles Reilly of the claim department spent 
a very pleasant week visiting the summer re- 
sorts along the New York and Jersey shores. 

William Lynch of the cashier's department, 
spent an enjoyable week under smiling skies at 
Sullivan County, N. Y. 

Vincent Cherney, our ''leather lunged" light- 
erage clerk, spent his vacation at Rockaway 
Beach with his family. 

James Reilly, the westbound settlement 
clerk, took a wanderlust trip. He went from 
New York to Washington, from there to George- 
town, then Youngstown to Sharon, Pa., over to 
Akron, down to Cleveland, over to Buffalo, 
then to Niagara Falls and home. And, by the 
by, this young man, who is somewhat of a lady 
charmer, was seen in Keenes jewelry store on 
Broadway the other day examining a tray of 

Teddy Winter, our speedy operator on the 
billing machine, did not have such a pleasant 
vacation this year, on account of having to 
undergo a painful operation on his nose. 

Jack Buckheit of the lighterage department, 
was kept busy for a week painting his house in 

Joseph W. McCallum, for the past two years 
in the lighterage department at St. George, has 
been appointed assistant agent in place of Mr. 
Levey, resigned. Mr. McCallum has been in 
the employ of the Company for the past four 
years. Joe is a hustler and will no doubt make 
good in his new position. 


J. C. Young, formerly night timekeeper, has 
been promoted to westbound foreman at St. 
George, S. I. 

Frank Hegarty, formerly delivery clerk at St. 
George, has been promoted to assistant fore- 
man. We all wish Mr. Hegarty luck in his new 

R. Kelsey, freight night foreman, has ac- 
cepted a position as assistant agent at the Coal 
Piers. Mr. Kelsey will be assistant to Mr. 
Sharpe, and we all agree that he is the man for 
the job. 

Tom Darcey is now in charge of the claim desk 
and is filling his position very ably. 

Frank Nolan, the star pitcher of the St. 
George baseball team, is now the record clerk 
at St. George, and is certainly putting them 
over the plate every day. . 

J. Cunningham, formerly westbound foreman, 
has been promoted to night foreman at St. 

Bob Briody, our tug dispatcher, spent a 
pleasant week with his family down at Brighton- 



Sam Moss, the assistant castboiiiid rate clerk, 
whose powers of dediiction bid fair to outrival 
those of Sherlock lloliiies, clniins to have 
caught a pickpocket at Coney Island last Sun- 
day. When his partner, Tom Bradley, heard 
of this wonderful achievement, he ejaculated, 
"why Sam could'nt catch a cold." 

Little Joseph Fulham, our sweet-toothed 
friend, was heard to remark recently, that his 
idea of the consciousness of conspicuousness 
(Oh Watson, the Websters) was to walk into an 
ice cream emporium with a lonely nickel in one's 
pocket, and meet therein a young lady of your 
acquaintance with whom you are trying to 
make a hit. What's the trouble Jose? Why 
didn't you call for two spoons? 

Charles Reilly, better known as Farmer 
lUnlly, our former claim department stenog- 
rapher, has returned to the fold after an absence 
of a year. He is now stenographer to assistant 
terminal agent Salisbury, 

L. Voight of the accounting department and 
family had a splendid time in the Catskill 

Joseph Cherjiey and wife were also visitors 
at that popular mountain resort, and although 
the weather was a trifle chilly, Joe returned 
with a nice coat of tan. 

James Curran, eastbound transfer foreman at 
St. George, recently took a trip to Brunswick 
Transfer, endeavoring to pick up a few points on 
the transfer game. Not that he needs it, as 
James is one of the best transfer men we have 
had for a long period, but as he stated "a little 
knowledge now and then is relished by the 
wisest men." 

W. K. Seaman, cash clerk Pier 7, spent his 
vacation in Savannah, Ga., and returned full of 
praise for Southern hospitality. 

The stork visited the home of Joseph EUer- 
man, assistant foreman, Pier 7, leaving a baby 
girl, eleven and one-half pounds. Mother and 
baby are both doing well. Congratulations. 

Walter Stewart Appleton Hunter, of the S. I. 
R. T. stationery department at Pier 7, visited 
Baltimore as an invited guest of the National 
Star Spangled Bamier Centennial celebration. 

F. C. Syze, first vice-president of the New 
York Railroad Club, and our trainmaster at St. 
George, extended an invitation to several non- 
members of the club to attend their meeting of 
September 18th. Those taking advantage of 
this invitation were fully repaitl for attending. 

Everybody on this division is glad to wel- 
come Jim Cnmpbell back, an'' congratulate him 
on his promotion to the captaincy, vacated by 
J. II. Lamberson. Jim made a mark here both 
as a sleuth and a gentleman, and all who knew 
him were his friends. 

William Cornell, terminal agent. Pier 22, 
spent part of a well earned vacation in Staten 
. Island, and the remainder on the "Old-Farm" 
at Amboy, N. J., with the folks. 


Corresp(jndcnt, R. Guui:li.\(J. Chuf i'ltik 
Clifton, S. I. 

Secretary, C M. Davis, Chief Clerk 
St. George, S. I. 


F. C. Syze 'rmiiuuastor, Chairman 

li. V. Kelly A.s.sistant TniiniiKLster, \ ice-Chairman 

W. B. Redgrave Enuinoer Maintenance of Way 

J . S. Sheave .Master Mochjinic 

A. Co.NLEY Hoad Foreman of Knuinca 

J. B. SiiAUi' Coal Acent 

I)k. F. De Revere Physician and SurKinjn 

Captain James A. Campbell Captain of Poiin; 

Captain C. H. Kohler Superinti-ndcnt of FcrrifM 

W. J. Kenney l.cKal Departnient 

W. L. Dryuen Supervisor of Sit^nals 

E. Alley Supervisor of Track 

J. Johns Master Carpenter, M. of W. Department 

H. E. Smith General Foreman Paascncer Department 

H. W. Miller General Foreman Freight Car Department 

P. Helt Assistant Freight Car Foreman 

F. Petkuso.v Supervisor of Station Service' 

M. O'Hearn General Yardmaster 

S. G. EiLEXBERGER. . Division Operator and Chief Train 


H. Lawrence Draughtsman, Marine Department 

T. C. Gambrill Agent- Yardmaster, Arlington 

D. A. McLaughlin Agent-Yardmaster, Cranford Junct. 

M . Hefftner Shop Foreman 

R. H. Taxter Freight Conductor 

R. E. Collins Pa.sscnger Conductor 

F. E. HoRAN Locomotive Engineer 

A. Ro.MiNG Yard Brakeman 

L. Magee Yard Brakeman 

David Dillon, boilermaker's helper, is still 
confined to his home on accoimt of illness. 
During the past month the boys at Clifton 
shops turned S77.00 over to "Sir. and Mrs. Dil- 
lon, for which they were very grateful. 

The sympathy of all goes out to the family of 
J. McGovern, on account of his recent death. 
For a number of years, Mr. McGovern was em- 
ployed as a blacksmith at Clifton shops. His 
son, John McGovern, is now chief clerk to gen- 
eral traffic agent. 

Ben Thompson spent his vacation at Smitli- 
town, L. I. 

Reinhard Groeling, chief clerk to master 
mechanic, pnd wife hove returned from a pleas- 
ant trip to Sparta, N. J. 

E. Alley, track supervisor, recently visited 
Lexington, Ky. 

W. L. Dryden, signal supervisor, accom- 
panied the Old Guard to the Centennial in Bal- 

J. H. Bcwditch, assistant engineer niainle- 
nance of way, spent his vacation at tlieho me of 
his father in Uhrichsville, Ohio. 

Carl H. Anderson, clerk and messenger of the 
general superintendent's office at St. George, 
has been promoted to clerk in the car account- 
ant's ofhce at Pier t). St. George. Everyone 
w'shes Carl good luck in his new position. 

Engineer Chas. Wynans, Sr., and wife spent 
tlieir vacation at Port Jervis. 

M. Rhody, yardmaster's clerk, had a fine 
time at Niagara Falls on his vacation. 




The accompanying picture is of S. I. R. T. 
engine No. 6 taken at St. George in September 
1885, by Wm. Wiman, eldest son of Erastus 
Wiman. This engine hauled Mr. Robert Gar- 
rett in a special train from St. George to the 
Pavilion Hotel at New Brighton, where a ban- 
quet was tendered to him in celebration of the 
acquisition of the lines on Staten Island by the 
Baltimore & Ohio. Engineer Harry Bowen is 
standing in the cab door. He was later master 
mechanic. Engineer Wm. Darnell is standing 
alongside engine. Mr. Darnell is still in service 
and can relate interesting tales of the olden 
days. Superintendent of tracks Wm. Freeman 
and conductor Albert Wyler are shown near 
tank of engine. 

Max Hefftner, machinist foreman, Clifton 
shops, has been appointed assistant roundhouse 
foreman, Cumberland shops and has taken up 
his duties at that point. Mr. Hefftner has 
been at the Clifton shops for the past eleven 
years and received this appointment in consid- 
eration of his good work and general ability. 
This appointment is worthy of attention in-as- 
much as it is the first time a Staten Island man 
has been appointed to a position on the Com- 
pany's main line. J. E. Woods has been ap- 
pointed in Mr. Hefftner' s place at Clifton shops. 

All the boys extend their sympathy to fire- 
man George Seaton, on account of the death of 
his mother. 

Thos. Martin has been appointed lighterage 

Everett Moore, until recently car accountant 
clerk, has been made weight clerk. 

Frank Zickl, former dock clerk, is now night 
timekeeper. George Thall has been appointed 
dock clerk. 

John Evans, tonnage clerk, spent a very 
pleasant vacation at Winfall, N. C, with his 

Chas. Dunham, clerk, made an enjoyable 
visit at Bellefonte, Pa. 

We note with pleasure that our winsome tele- 
phone operator, Miss M. S. Smith, has again 
resumed duty after having spent a very pleasant 
vacation in Middletown, N. Y. 

Conductor D. B. Hayes, 2nd P. A. Division 
run, smilingly states that he had a very inter- 
esting trip to Montreal, via Lake Champlain. 

Conductor W. L. Ford and family have re- 
turned from their vacation spent at Quebec, 

Chief clerk to G. Y. M., A. Volpi, and wife, 
have returned to the Island after visiting rela- 
tives at Coapague, Long Island. 

Yardmaster's clerk, John Langford, recently 
returned from a delightful trip to Chicago. 

A. Stuhl, stenographer in the general superin- 
tendent's office, spent his vacation taking a 
trip over the entire System. 

Yardmaster D. A. McLaughlin, Cranford Jet., 
and wife spent their vacation with relatives at 
Myersdale, Pa. 

Yardmaster T. C. Gambrall, Arlington, and 
wife, enjoyed the sights of Washington while on 
their vacation. 

Conductor R. E. Collins, active member of 
the Safety Committee and C. M. Davis, chief 
clerk to the trainmaster and secretary to the 
Safety Committee, not only believe in Safety 
First, but in seeing America First, they having 
recently returned from a very interesting and 
profitable trip to Glacier National Park, Mont. 

General yardmaster Ohearn, is again back in 
the harness, having spent a very instructive 
vacation visiting the various freight yards of 
the Company at Philadelphia, Brunswick, 
Martinsburg and Cumberland. 

Conductor J. H. Sullivan, "Pop Sullivan," has 
been telling his friends about the large fish he 
almost caught while on his vacation along the 
Jersey Coast. 



Yardmaster A. G. Garver and wife enjoyed 
their vacation visiting friends in Cincinnati. 

W. T. Warren, stenographer in the general 
superintendent's office, visited Chicago, Mil- 
waukee, Toledo, Cleveland and Buffalo, hut 
funds were getting low so he had to heat it home. 

E. Nodocker, clerk in the general superin- 
tendent's office, and J. Furman and wife, E. ^L 
of W.'s ofhce, have started on an extensive tour 
of the west; Denver and Estes Park, Colorado 
being their destination They expect to spend 
considerable time in Denver. 


Correspondent, J. C IUchakd.son, Chief Clerk 



P. C. Allkn Superintendent, Chairman 

W. T. R. HoDDiNOTT Trainmaster. Vice-Chairman 

H. M. Church Division Engineer 

T. B. Fr\xkun Terminal Agent 

Wm. Sinnott Master Mechanic 

H. K. Haktma.n Chief Train Dispatcher 

1'. H. Lamb Division Claim Agent 

Dr. C. \V. Pence Medical Examiner 

S. M. Hoy Assistant Yardmaster 

T. E. Tho.\l\s Master Carpenter 

S. B. Keller Signal Supervisor 

\V. F. Gatchell Relief Agent 

Wm. Chapman Truck Packer 

C). I. Daley ." Car Inspector 

George Genner Machinist 

L N. Lcc.A5 Road Engineer 

W. S. Chambers Yard Engineer 

W. M. Gabler Road Foreman 

W. T. Church Yard Fireman 

G. A. GosLiN Yard Conductor 

( ). R. Mount Yard Conductor 

J. M. Christie Road Comiuctor 

H. W. Dill Operator 

H. H. Carver Freight Agent 

J. C. Basford Assistant Road Foreman of Engines 

R. C. Acton Secretarj- 

.1. R. Malone Supervisor, Havre-de-Grace, .Md. 

The many friends of P. J. Feasendon, B. & H. 
clerk, superintendent's office, Philadephia, will 
be sorry to hear of his sickness. He is now ;it 
home witli his parents at Mifhnsburg, Pa. 

J. E. Sentman, road foreman of engines, has 
been confined to the house for the pjist several 
weeks sufTering from quinzy. 

J. C. Richardson, chief clerk, and II. S. Bene- 
dict, timekeeper, attended the meeting of chief 
clerks and timekeei)ers in lialtimore, Septem- 
ber 8th and 9th. 

P. C. Allen, superintendent, spent a few days 
with his parents at Edgartown, Mass. 

The Veteran Employes' Association, Phila- 
delphia Division, held their outing at Atlantic 
City, N. J., on September 24th, over 300 mem- 
bers and members of their families, going on 
special train tendered by the officials of the P. 
i\: H. U'y. The outing was enjoyed very much 
by all those who availed themselves of it. 

W. H. Dickerson was appointed master 
mechanic, Philadelphia Division, September 
loth, 1914, vice William Sinnott, assigned to 
other duties. 

On Labor Day our team met and defeated the 
strong 36th Ward team of South Philadelphia. 
Score: Baltimore & Ohio, 12; 36th Ward 7. 

From the start to finish the game was close 
and exciting, but in the 8th and 9th frames, our 
superior batting earned a total of 7 runs. 

The Baltimore & Ohio team has yet to meet 
its first defeat of the year, and has among its 
victories, two wins over Company teams from 
different divisions. 

Manager McCami made a great effort to ar- 
range a game with our fellow employes at Cum- 







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beiiand, but it was found impossible on ac- 
count of Manager Culbaugh's being unable to 
secure grounds there. 

David Morris has succeeded James McCann 
as manager of the team for the season 1915. He 
has already signed some good material from 
different departments, and the outlook for next 
season is very bright. 

On September 27th, our Safety Committee 
varied from its usual practice by making 
an inspection of the division, stopping at the 
Philadelphia Terminals, Chester, Wilmington, 
East Yard, Newark, Elk Mills, Childs, Havre de 
Grace and Aberdeen. 

Each member of the Committee was furnished 
with a note book and was requested to make 
notes embodying safety suggestions, economy, 
better operation, general appearances, etc. 

They are to write up their suggestions and it 
is expected that many valuable ones will be re- 

The committe took luncheon at the Harford 
House, Havre de Grace, and after luncheon 
were escorted in carriages around the city for 
about twenty minutes by a committee consist- 


ing of the mayor and his assistants. Most of 
the members returned to their homes on train 
No. 136. 


Correspondent, W. H. Schide, Baltimore 


O. H. HoBBS Chairman 

C. A. Mewshaw Vice- Chairman 

T. E. Stacey Secretary, Y. M. C. A., Riverside 

E. K. Smith Secretary, Y. M. C. A., Brunswick 

G. H. WiNSLOw Secretary, Y. M. C. A., Wash. Term. 

Dr. E. H. Mathers Medical Examiner, Camden 

Dr. J. A. RoBB Medical Examiner, Washington 

R. B. Banks Division Claim Agent, Baltimore, Md. 

J. P. Kavanagh Assistant Superintendent, Camden 

E. C. Shipley Road Foreman of Engines, Riverside 

E. E. Hurloch Division Operator, Camden 

H. S. Wilson Relief Agent, Hanover i 

J. B. Parks Yard Conductor, Curtis Bay 

J. E. Rider Yard Conductor, Locust Point 

H. T. Steinfelt Yard Conductor, Camden 

G. H. Dicus Train Baggageman, Camden 

W. T. MooRE Agent, Locust Point 

D. M. Fisher Agent, Washington 

W. E. Shannon Transfer Agent, Brunswick 

A. M. Kinstendorff Agent, Camden 

J. T. A. Deck Engineer, Riverside 

J. M. ScHMiDTMAN Brakcmau, Bay View 

J. W. Simmons Fireman, Riverside 

J. G. Kaidel Yard Conductor, Mt. Clare Junction 

J. O. Jennings Brakeman, Brunswick 

W. J, Knighton Brakeman, Washington 

J. T. Matthews Foreman, Washington 

W. I. Trencji Division Engineer, Camden 

A. G. Zepp Supervisor, Camden 

T. a. Sigafoose Track Foreman, Brunswick 

S. C. Tanner Master Carpenter, Camden 

J. KiRKPATRicK Master Mechanic, Riverside 

Wm. a. Keys Material Man, Washington 

C. G. Edmonds Painter Foreman, Riverside 

R. H. Williams, Jr Clerk, Bailey's 

W. H. Lehner Car Inspector, Camden 

G. Kermig Car Inspector, Camden 

A. L. Hirshauer Car Inspector, Curtis Bay 

R. J. Doll Car Inspector, Locust Point 

C. E. Davis Car Inspector, Locust Point 

Ed. Keene Car Inspector, Locust Point 

Geo. J. Diamond Airbrake Inspector, Bay View 

C. W. C. Smwh Machinist, Brunswick 

J. G. Paffenberger Work Checker, Brunswick 

W. O. WoRDEN Car Repairman, Mt. Clare Junction 



Anent a bill now pcMidiiij^ in Congress for the 
payment of S2(X),000.00 to the hankers of Fred- 
erick, Md., to reimburse them for that amount 
of money captured, during the Civil \\'ar, Frank 
.1. Connor, an old Baltimore tV: Ohio emi)l()y(\ re- 
ferring t(j the maich of Cleneral Jubal K. I"]arly 
against Washington. I).C.,at that tinu\ recently 
wrote the editor of the Baltimore Sun asfollowf^: 

"I was only a boy 17 years old at that time, 
employed by the Baltimore -A: Ohio at Anna- 
polis junction as night operator. July 14th, 
1864, the regular passenger train arrivetl about 
3 p. m. The conductor and train hands were in 
great excitement, and notified the day operator 
it was his last chance to get to Baltimore in 
safety, as the rebel soldiers were seen along the 
line with the necessary implements to tear uj) 
the track. At that time there was only a single 
track and switches. He cut all the wires and 
removed the instruments to the baggage car. 
The whole village stampeded to Baltimore and 
Annapolis. The small office was near the plat- 
form. I remained and passed a sleepless night. 
Once during the night I noticed cavalry scouts. 
After breakfast, in company with Mr. Jeremiah 
Latchford, I went to Relay House in a buggy 
and reported the situation to general E. B. 
Tyler, connnanding at that point, and told him 
if he would give me a squad of soldiers I would 
make an effort to get the train service renewed. 
At the call of the bugle the soldiers were soon 
ready with their guns. A hand car was pressed 
into service, and as many as could crowded on 
the car with me, and having a pocket instru- 
ment, we pulled out with cheers. Arriving at 
the Junction, the soldiers were ordered to patrol 
south and drop ofT a man at intervals, to report 
if the track was all right. After waiting about 50 
minutes encouraging reports came. In the 
meantime, I had fished out of the network of 
wires conductors to establish communication 
with Washington and Camden Station. Wiring 
Master of Transportation William P. Smith the 
situation, he ordered a special train with a lead- 
ing engine in advance to start out at once, to 
keep a sharp lookout and pick up the patroling 
''Bucktails," a Pennsylvania regiment. 

"When the news came to Baltimore that the 
telegraph wires and railroad trains were aban- 
doned between Baltimore and Washington, it 
caused a paralysis throughout the northern 
and western States, fearing general Early had 
captured the city. All the roads — Northern 
Central, Philadel|)hia, Washington & Baltimore 
and Baltimore & Ohio — were blockaded witli 
troops en route for Washington, but could not 
move a wheel. About 3.30 p. m. the si)ecial was 
speeding past the Junction to Baltimore. The 
restoration of wires and train service by my 
prompt action was the key to the whole situa- 
tion in thwarting general Karly's plan to visit 
Washington, as the immense army that was en 
route was sent to Washington, day and night, 
in large convoys for weeks. I am in my sixty- 
eighth year now and feel proud of this achieve- 
ment in my boyhood days. 


Fullerton, Baltimore County, Md., Feb. 24th. 


Correspondent, S. E. Fouwood, Secretary 
to Superintendent 


J*. ('oN.MFK Su|K-iinti'n tA Slujps. Cliairiiiaii 

II. .\. Mkaimont. .Gen'l l-'orc'iiuin. Car Dt-pt., Sub-Chuiniian 

S. H. Caktku . ..Machinist, Kreciing Shop 

II. OvKHBV MachinLst, lOrecting Shop 

J. I'. Heinaudt . l-'iri' Marslial. .\xle ami lihicksrnith 

.Shops and I'ovvit Plant 
H. C. Ykaldhall Boik-rmakfr, HoiliT Shop 

H. W. C'hesnkv. Mnuss MouldiT, linuss Foun(ir\ 

II. 1^. I''oLNTAiN Iron MouldtT, Iron I''ouniir.\ 

.1. L. Wako .Machinist, .\o. 1 .Machini' Shop 

J. (). Pkrin Machinist, Xo. 2 Maciiint- Shop 

H. E. Haesux)P Tinner. Pipe, Tin and Tondf'r Sliop-^ 

(Jko. R. Leilkh .Miinsmpr, Printing Department 

II. II. Blkns Car Repuirrnan. .Mt. Clare 

T. H. Ba< KKNDORF. Gang Foreman. .Mf . Clare .Middle Yard 

\. F. Beckek Painter, Mt. Clare 

Jcs. W. Smith. . . .Car Builder, Pa-s-s^nger Car Erecting Shop 
L. Beai'.mont Shop Carpenter, Cabinet Shop 

J. C. McCaughan, chief clerk to storekeep(>r 
at Mt. Clare, was married on September 10th 
in McKecsport, Pa. We now sec that the 
weekly visits have proved of material value 
and we all wish him prosperity and happiness. 

The accompanying picture is of W. H. Mc- 
Kenzie, Jr.. who entered the service as a ma- 
chinist apprentice, May 1st, 1900, served his 
time, and is now one of our best machinists. 
His specialty is valve lathe work. His father, 
W. H. McKenzie, Sr., has worked in Xo. 2 ma- 
chine shop ever since it has been built, prin- 
cipally on bell work and front end main rod 
brasses. He is now on the pending pension list. 
May his son prosper as his father has. 





Why doesn't James Button stay away from 
the 100 block of Poppleton Street on Tuesdays, 
Thursdays and Sundays? Popular question 
No. 1. 

A. L. Miller, clerk in storekeeper's office al 
Mt. Clare, who is to fdl the position vacated by 
Henry I^eonard has the matrimonial bee in his 
bonnet, too! 

J. S. Shivers, material distributor at Mt. 
Clare, was married on August 2()th. Congratu- 
lations and good luck. 

\V. \V. Mattinly.. scrap yard foreman and 
weighmaster at Mt. Clare, has been in the Blue 
Ridge mountains for the benefit of his health. 

The office of the storekeeper at Mt. Clare was 
tastefully decorated with American flags and 
bunting during the Centennial of the Star Span- 
gled Banner and received favorable comments 
from all who saw it. 

J. Harry Grace and W. T. Jackson of the 
superintendent's shops' office, made a five day 
trip to Norfolk, Va., on August 22nd. We arc 
wondering why they made the trip. 

E. S. Roney, piecework inspector of No. 2 
machine shop, and wife spent their vacation on 
West River. 

L. A. Heinzenberger spent a day at Atlantic 
City, August 29th, 1914, salt water bathing. 

C. A. Hooper, No. 2 machine shop, made a 
trip to New York city for a few days, and one 
of the objects that he saw was a mammoth 
skeleton of an elephant. He claims that it sur- 
passes the one of "Jumbo" and that if the 
rafters were taken out of No. 2 machine shop 
we would be unable to put the skeleton in the 
shop. Some people see awful things while mak- 
ing these flying trips. 

The boys of Alt. Clare storehouse send their 
heartiest congratulation to Jos. Shriver and 
wife. Joseph, you certainly did look good Wed- 
nesday, August 26th, 6.00 p. m. at St. Martin's 
church. By the way, when is W. A. Froehlich, 
car checker, going to get the knot tied? We 
understand he w^as "best man" at your wed- 
dyig. He must be practicing for his own. He 
surely has our best wishes. 

It is easy to recognize the accompanjing car- 
toon of John O. Perin. Friend Jack is always 
busy around Mt. Clare looking after the safety 
of his fellow-workmen, reporting any unsanitary 
conditions that may exist, and carrjdng flowers 
to the bereaved families of departed friends. 
May his good work long continue. That Mr. 
Perin is fond of good compju.y may be seen from 
the following list of the associations with which 
he is connected: Millington Lodge, No. 166, A. 
F. & A. M., P. M., Baltimore Chapter No. 4. 
O. E. S.. P. P. & P. G. P.. member of Sanitary 
Committee, president Baltimore & Ohio 
Floral Association Baltimore S: Ohio Safety 
Conmiittee. Baltimore & Ohio Veteran. Morn- 
ing Star Council. No. 10. Jr. O. V. A. M., P C. 

W. R. Gettier, timekeeper, has just returned 
from his honeymoon. Air. and Mrs. Gettier 
have our very best wishes for a long and happy 

Several months ago Mr. Gardner, a.ssistant 
superintendent of shops, made a brief speech 
on the subject of matrimony, naming a 
nominal sum on which to get married. Since 
that time it appears that several young gentle- 
men in the office have taken his advice and 
wedded pretty damsels. 


G. H. WiNSLOW, Correspondent 

What is said to be the model post office of the 
United States, was recently opened for the 
transaction of business. It adjoins the Tnion 
Station and is one of the handsomest of the 
Governments buildings in the District. The 
interior is beautifulh* designed with a large 
corridor from which open the conveniently ar- 
ranged departments where the wants of the 
public can be cjuickl}- supplied. 

Carved marble and bronze writing tables with 
glass tops are provided. The facilities for j^ur- 
chasing stamps, obtaining money orders and 
mailing letters and packages are ample. 

For the rapid handling of the mail the most 
modern machinery has been installed, eliminat- 
ing the necessity of running trucks about the 
building. Overhead conveyors carry the mail 
to the various places where wanted. The sort- 
ing cases and files are all of the latest design. 
Each piece of mail is distributed in its projxir 
place without duplication of han<lling. making 
the service rapid and up to the staixlard. 

Abundant light, both natural and artificitd, is 
provided by the large windows and the elec- 
trical system; not ordy giving the necessary illu- 
mination, but also furnishing handsome deco- 
rations as well. 



While the public is considering the convenient 
appointments of the post office it ought also to 
remember the large and important part of the 
railroads in contributing to the rapid and 
efficient service rendered. Without the rail- 
roads with their systematic organization it 
would be impossible to depend on the safe 
transportation of the messages and material 
entrusted to the care of the mails. 

It is one of the chief factors in enabling the 
post office department to serve us so easily, 
and as we know the importance of the mail ser- 
vice, let due credit be given the railroad com- 
panies for their very essential share of the work. 

The Terminal R. R. Y. M. C. A. Bowling 
League reorganized for the season of 1914-1915, 
with the following officers: Frank Stanley, presi- 
dent; B. B. Fulk, vice-president; G. H. Winslow, 
secretary; O. J. Rider, treasurer. Eight teams 
will compete, viz.: Auditors, Transportation, 
Electricians, Southern, Freight, Car Depart- 
ment, Disbursing Department, Store Room. 


W. C. MoNTiGNANi, Y. M. C. A. Secretary 

H. H. Summers, South Cumberland 
T. F. Shaffer, North Cumberland 
W. L. Stephens, Martinsburg 
E. H. Ravenscraft, Keyser 

J. W. Kelly, Jr Superintendent, Chairman 

E.J. Lampert Assistant Superintendent, Vice-Chairman 

J. W. Deneen Trainmaster, Vice-Chairman 

H. C. McAdams Terminal Trainmaster 

T. F. Shaffer Secretary to Superintendent, Secretary 

W. C. MoNTiGNAxNi Secretary, Y. M. C. A. 

0. S. W. Fazenbaker. .Chief Clerk, Trainmaster, Secretary 

1. S. Sponseller Supervisor 

F. A. Taylor Master Carpenter 

E. P. Welshonce Trainmaster 

M. A. Carney Road Foreman of Engines 

L. J. WiLMOTH Road Foreman of Engines 

T. R. Stewart Master Mechanic 

D. H. Watson. . . Assistant Master Mechanic 

W. W. Calder General Car Foreman 

P. Petri Division Engineer 

J. G. Lester Signal Supervisor 

W. H. Linn General Yardmaster 

V. P. Drugan Assistant Division Engineer 

G. R. Bramble Agent 

W. D. Strouse Agent 

A. Erdman Coal Billing Agent 

J. M. Davis Agent 

H. P. Stuck Agent 

C. A. Fleegle Agent 

W. V. Farrell Agent 

J. Z. Terrell Agent 

H. R. Coole ;. Agent 

Z. D. Hensell Agent 

J. C. ToNRY Agent 

W. S. Harig Division Claim Agent 

J. W. Martin Relief Agent 

E. C. Drawbaugh Di-\^sion Operator 

Dr. J. A. Doerner Medical Examiner 

Dr. E. a. Raphel Medical Examiner 

Dr. F. H. D. Biser Medical Examiner 

H. E. NoRRis Conductor 

A. Y. Wilson. . . Machinist 

H. Rupenthal.. . ...Engineer 

G.W.Mercer. ...Conductor 

J.M.Phillips. ..Conductor 

W. B. Tansill Car Inspector 

O. E. Spotts.. Machinist 

L. A. Rizer. Brakeman 

A. N. Jeffries Operator 

E. LowERY Conductor 

W. H. Broom Wreckmaster 



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This is a picture of O. S. W. Fazenbaker and 
his two boys, W. E. and O. S. W., Jr. Mr. Faz- 
enbaker entered the service as clerk, July 1st,. 
1902, in the master mechanic's office at Cum- 
berland, and has worked for the road foreman, 
storekeeper, yard office, chief train dispatcher, 
trainmaster and as secretary to assistant 
superintendent, and secretary of West End 
Safety Committee. Last year this picture was 
taken while J. M. Scott, now superintendent at 
Grafton, was assistant superintendent at Key- 
ser. He had an office baseball team which won 
fourteen games out of seventeen played. Mr. 
Scott, was always interested to know how the 
games turned out. Mr. Fazenbaker enjoys the 
best of health and believes in outdoor exer- 
cise for the boys. During the time he has 
been with the Company he has been a borrower 
from the Relief Association and has built a 
house in which he has been living for the 
past five years. 

On September 1st, Mrs. Montignani presented 
secretary Montignani with a son and heir. The 
boy is called after his father, William Charles, 

On September 25th, the Company bowling 
league was organized, and teams representing 
the various departments of the railroad service 
formed. The league starts the 15th of October 
and will continue imtil the end of March. Be- 
tween sixty and seventy men have joined the 

The apprentices of the shops of South Cum- 
berland are delighted over the organization of 
a mechanical drawing class. The boys come 
twice a week to the Y. M. C. A. building from 
seven to nine. The class is under the super- 
vision of Mr. Cromwell, with P. Lacey as asso- 
ciate teacher. Already the boys are making 
splendid headway, and some of them are doing 
good work on their papers. 


John C. Hibbert, of the yard force, and daugh- 
ter have returned from a fifteen-day trip to 
Oklahoma, where they visited Mr. Hibbert's 
brother, whom he had not seen for twenty years. 



John thinks the west is fine, but Martinsbiir<; 
and Berkeley County still seem good enough 
for hinfi. 

Herbert Edwards, son of storekeeper W. G. 
Edwards, recently paid his old home a visit. 
Herbert is well known to all the boys at the 
shop and received the glad hand all around. He 
is employed by the ''St. Paul" at Chicago, III. 

Charles Imbach of the machine shop force is 
the proud father of a young son, born Septem- 
ber 9th, 

Bernard Brown, yard brakeman, is cjuite set 
up these da3's. No, it is not a trainman — unless 
the suffragettes decide to enter railroading — it 
is a baby girl. 

Albert Edward Zepp and Miss Love Mae 
Perr}^ were married at Washington, D. C, on 
September 16th. Mr. Zepp is the son of con- 
ductor Andrew Zepp, and is in the employ of the 
Baltimore & Ohio at Keyser, W. Va.. where he is 
an efficient and popular employe. Mrs. Zepp is an 
attractive and popular young lady with a wide 
circle of friends in this city. After the cer- 
mony at the Hotel Raleigh, Mr. and Mrs. Zepp 
left Washington on a trip to Philadelphia, New 
York and points in Canada. They will reside 
in Keyser. 

]\Irs. Ella S. Cuddy, wife of engineer W. L. 
Cuddy, died at the King's Daughters Hospital, 
this city, on September 1st, after a long illness. 
Mrs. Cuddy spent her entire life of over sixty 
years as a resident of this coimty. She was a 
woman of strong Christian character. The 
fimeral services were held at St. John's Luth- 
eran Church, of which she had long been a mem- 
ber, on September 3rd. Interment was in 
Green Hill Cemetery. Mrs. Cuddy was a mem- 
ber of the Ladies' Auxiliary of the B. of L. E. 

Son of Engineer and Mrs. Alonzu Iluckenberry 

Father Time, with relentless scythe, has 
taken another sheaf from the ranks of the lial- 
timore & Ohio Veterans' Association. Frank- 
lin S. McBee, retired conductor, died at his 
home in this city on September 2nd, at the age 
of eighty-three years. His illness extended 
over .several weeks and this, together with his 
advanced age taxed his strength to such an ex- 
tent that he was unable to rally. During the 
Civil War he served in Conjpany F, Second 
Regiment, Maryland Cavalry. After the war 
he entered the emi)loy of the Baltimore <t Ohio, 
serving continuously until a few years ago when 
he was placed on the pension list. Funeral ser- 
vices were held at the late home on \'irginia 
Avenue, the remains being borne to their last 
resting place by friends and members of the 
Veterans' Association. The pallbearers were 
Messrs. Z. T. Brantner, John Snowden, William 
Westrater, Asa McKeevcr, Thomas Turner and 
James Hartley. 

The accompanying photograph is of Daniel 
Vernon Hockenberr}', four months old son of 
Mr. and Mrs. Alonza Hockenberry. The proud 
father is an engineer on the Cumberland Divi- 
sion. Will the little fellow become an engineer? 
You bet ! 

Superintendent Brantner has returned from 
his vacation spent in traveling through the west. 
He reports a profitable and pleasant trip. May 
he live to enjoy many more. 


Correspondent, J. L. Mapuis 


S. A. Jordan Supcrinttnik'nt, C'hairiiiiin 

Dr. J. F. Ward Medical Examiner 

H. F. HousER Road Foreman of Engines 

E. D. Calvert Supervisor 

S. J. LiCHLiTER Supervisor 

J. A. RoEDER Engineer 

C. R. Donovan Brakeman 

Chief train dispatcher J. C. Smith enjoyed a 
well earned vacation, dispatcher W. Ray Smith 
acting as chief dispatcher during his absence. 

The friends of the three Roger Brothers, em- 
ployed on the Shenandoah Division, E. P>., 
agent and operator at Middletown, Va., P. S.. 
agent and operator at East Lexington, Va., an<l 
C. L., clerk at East Lexington, regret very 
much to learn of the death of their sister, which 
occurred near Front Royal, Va., recently. 

The many friends of Mrs. Harloe, daughter 
of supervisor E. D. Calvert, regret to learn of 
her serious iUness. Mrs. Harloe is a bride of a 
few months. It is hoped she will soon have re- 
covered her health. 

Agent C. C. Hite of Lexington. \a., with 
Mrs. Hite, si)ent his vacation in Maryland and 
Clark County, Va. E. C. Houser acted as 
agent at Lexington during his absence. 

F. W. Snyder, of Winchester, acted as agent 
at Middh'town during the absence of E. E. 



Your correspondent had the pleasure of at- 
tending a business meeting of the chief clerks 
and timekeepers of the System in Baltimore, 
September 8th and 9th. We enjoyed renewing 
old friendships and making new ones. Our 
third vice-president favored us with a short 
talk, which was very much appreciated by all 

Brakeman and extra conductors C. R. Dono- 
van and D. M. Phalen, are on the sick list. Their 
friends hope that they will soon be able to re- 
sume duty. 

Mrs. S. A. Jordan and daughter have returned 
from a visit to friends in Kentucky. 

H. F. Houser, road foreman of engines, at- 
tended a meeting of the road foremen in Chicago 
on the 15th and 16th of September. 


Correspondent, C. L. Ford, Assistant Chief 
Clerk, Grafton 


J. M. Scott Superintendent, Chairman, Grafton 

E. T. Brown Division Engineer, Grafton 

M. H. Oakes Master Mechanic, Grafton 

E. D. Griffin Trainmaster, Grafton 

T. K. Faherty Road Foreman, Grafton 

Dr. E. a. Fleetwood Clarksburg 

M. F. Green Division Operator, Grafton 

Dr. C. a. Sinsel Medical Examiner, Grafton 

W. T. Hopke Master Carpenter, Grafton 

J. D. Anthony Division Agent, Grafton 

W. H. Welsh -: Signal Supervisor, Grafton 

M. B. NuzuM General Yardmaster, Grafton 

W. O. Bolin General Car Foreman, Grafton 

W. N. Malone Supervisor, Grafton 

J. O. Martin Claim Agent, Grafton 

A. E. Malone Machinist, Weston 

C. F. ZiMMER Night Foreman, W. Va. & P. Jet. 

P. B. Phinn-ey Agent, Grafton 

S. H. Wells Agent, Clarksburg 

B. Thompson Agent, Fairmont 

R. R. Hale Agent, Weston 

M. M. Morrison Section Foreman, Bridgeport 

W. P. Clark ^ Machinist. Grafton 

R. G. BuRNUP Machinist, Fairmont 

F. Price Assistant Car Foreman, Fairmont 

G. M. Shaw Engineer, Fairmont 

C. E. Hardman ..Engineer, Weston 

J. E. Bennett Fireman, Grafton 

C. A. Michael Yard Fireman, Grafton 

W. R. Willums Yard Conductor, Grafton 

N. D. Rice Brakeman, Grafton 

C. R. Hughes Warehouse Foreman, Clarksburg 

E. E. Newi>on Carpenter, Grafton 

W. C. Barnes Assistant Shop Clerk, Secretary, Grafton 


Correspondent, A. G. Youst, Operator 
Clover Gap 


H. B. Green Superintendent, Chairman, Wheeling 

C. H. Bonnesen Trainmaster 

G. F. Eberly Division Engineer 

J . Bleasdale Master Mechanic 

M. B. Rickey Division Operator 

W. F. Ross Road Foreman of Engines 

M. C. Smith Claim Agent, Wheeling 

C. M. Crisavell Agent, Wheeling 

J. H. Kellar Relief Agent, Wheeling 

Dr. C. E. Pr.\tt Medical Examiner, Wheeling 

Dr. J. E. Hurley Medical Examiner, Benwoocl 

E. L. Parker Conductor 

F. A . Haggerty Operator 

O. A. Van Fossen Car Inspector, Holloway 

E. S. Willums Machinist, Holloway 

W. Gandy Car Repairman, Benwood 

S. Sloan Shopman, Cameron 

A. DrxoN Engineer, Benwood (Yard) 

T. H. Brewster Conductor, Benwood (Yard) 

P. McCann Fireman, Benwood 

E. Wilkinson Agent 

E. M. PoMEROY , .Agent 

G. Adlesberger Car Foreman 

L. M. Collins Car Foreman 

L. B. Kemm ^. . Master Carpenter 

J. T. Coyne Section Foreman 

L. D. McCollough Track Supervisor 

H. Haggerty Track Supervisor 

P. MuRTAUGH. . : Track Supervisor 

T. C. Stonecipher .Track Supervisor 

D. Pierce Signal Supervisor 

E. C. Mobley, car distributor, has returned 
to duty after a trip to Baltimore. 

G. R. Fitzgerald, transportation clerk, has 
returned to duty after a two weeks' vacation. 

Alfred Paull, clerk to J. F. Bowden, district 
superintendent of motive power, has been trans- 
ferred to the Baltimore office. 

Edward Carney has accepted a position in the 
office of the division engineer, as stenographer 
to the master carpenter. 

James R. Flynn, stenographer to division 
engineer G. F. Eberly, made a flying trip to Kan- 
sas City on a short vacation. 

Edward Deusch, timekeeper in the mainte- 
nance of way department, has returned to duty 
after a two weeks' vacation. 

J. F. Jewell, file clerk, Wheeling office, is off 
duty suffering from a severe attack of typhoid 
fever. We are all sorry to learn of John's ill- 
ness and wish for his speedy recovery. 

W. F. Ross, road foreman of engines, attended 
the convention of Engineers held at Chicago, 

W. M. Clemans, chief clerk to district superin- 
tendent of motive power G. A. SchmaoU, of 
Pittsburgh, and formerly of Wheeling, has been 
promoted to chief clerk to superintendent of 
motive power, with headquarters at Baltimore. 

H. W. Stoehr, stationmaster, has returned to 
duty after a two weeks' vacation. 

It is reported that James R. Flynn, stenog- 
rapher to division engineer Eberly, will shortly 
bring in a bushel of apples which are to be used 
for a "feast" in the Wheeling office. 

Cornelius Donovan, file clerk to general 
superintendent U. B. Williams, has returned to 
duty after a pleasant vacation spent in Balti- 
more, New York, Boston, and other eastern 
points of interest. 

During the big West Virginia State Fair held 
at Wheeling, September 7th, 8th, 9th, 10th and 
11th, the passengers attending from points along 
the main line were handled in first class manner. 
An extra coach was attached to trains Nos. 4 
and 17 each day, commencing Tuesday, Septem- 
ber 8th, and an extra brakeman and conductor 
put on same to help handle the excess travel. 
On Wednesday and Thursday, September 9th 
and 10th, a special train was run from Grafton 



to Wheeling, returning in the evening of each 
(lay. A special train was also run from the Ohio 
River Division on Thursday, September 10th. 
The conductors report heavy travel on all trains 
during the entire week. 

B. B. Gorsuch, conductor of passeng(>r trains 
Nos. 2 and 17, has returned to duty after a short 
vacation. The captain reports a good time and 
says he is ready for a busy wmter. 

On Monday, September 14th, occurred the 
death of Thomas A. Daily, commonly known as 
"Commodore." Mr. Daily entered the service 
of the Baltimore & Ohio Railroad in February, 
1864, as telegraph operator, in which service he 
remained until his death. He was one of the 
most efficient telegraphers in the service. 
When the late Mr. Fitzgerald was general man- 
ager of the Company, he was heard to make the 
statement that Mr. Daily was the best all 
around operator on the entire System, always 
full of information and ready to answer any 
questions relative to positions of trains, etc., 
that might be asked him. In appearance Mr. 
Daily was the exact resemblance of Buffalo Bill, 
as his hobby was to wear his hair very long. 
He had the record of having tf ught more stu- 
dents the art of telegraphy than an}- man on the 
System, our present general manager, C. W. 
Galloway, being one of the number. His host 
of friends were shocked at the news of his death, 
and the Baltimore & Ohio Railroad will cer- 
tainly miss the valuable services of the Grand 
Old Man. 

Engineman "Andy" Westfall is able to be out 
again after a severe and prolonged attack of 
blood poisoning. 

The always busy stork paid the home of con- 
ductor L. A. Bell a visit August 23rd, and left a 
baby boy. A few days later Mr. Bell shoul- 
dered his gun and started for the wilds of Roscby 
Rock, where he expected to capture a nice fat 
groundhog to replenish his larder on account of 
the increase in family. 

Brakeman H. J. Moore, who fell from the top 
of a car on the I'nderwood Mine run September 
3rd, is improving, to the delight of his many 
friends. His life was despaired of for some 

The many friends of passenger conductor J. P. 
Hickey are glad to see him back at his post 
after an absence of several months on account 
of blood poisoning in his hand, caused by a 
slight scratch on the finger. The member had 
to be amputated to save his life. 


Correspondent, J. H. Oatey. Y. M. C. A. 
Secretary, Parkersburg 


C. E. Bryan Superinti'ndcnt, Chairman 

S. P. RrFFLE . Yardman, Parkersburg 

R. T. EvERKTT Yardman, Huntington 

J. W. Matheny Engineer 

C. C. Mader Fireman 

J.P.Duval Conductor 

C. F, Bra.nham Brakeinun 

W. A. BcTdiEn Shopman, Car Department 

J. W. BoHN Machinist 

J. K. CuoMLEV . . Agent. IlavenHwcKxl 

J. (J. Imhi-eby Agent. SiatersvilN- 

M. M. M( l'nEK.'*o\ IMatforiii Foreman, Parhcrsburg 

J.J. Flaherty Platform Foreman, 'Huntirgton 

II. (}. Hmley Yard Track For.-man 

CIrant II wen Tin and Pipe Shop Forumnn 

P. J. MoRA.v Yardman. Parkersburg 

L. W. StraveR Maintenanre of Way 

VV. H. Kennedy Claim Department 

.\. J. BossYNs Relief Depurtmcnl 

J. II. Oatey Y. M. C. A. 

C. F. Casper .Chief Train Dispatcher and Diviaion Operator 

S. S. JoHNHON Supervisor 

G. M. Bryan Supervisor 

Jno. Landers Superviwjr 

F. P. CoE Master Carpenter 

J. S. Echols 
R. E. Barnhart 
F. 11. Maoalis 
F. A. Carpenter 


I-. M. Sorrei.l 
L. E. HAmiiP. 


Chief Clerk to Agent, Park^ersburg 
.. Agent- YarJmaster, Huntington 


General Yardma-ster 


. Road Foreman of Engines 

Division Engineer 

. . Division Master Mechanic 
Relief Agent 


Correspondent, W. T. Lechlidek, Superin- 
tendent, Cleveland 
E. Lederer, Secretary, Cleveland 


W. T. Lechlider Superintendent. Chairman 

M. H. Brouohton A?s't Superintendent, \ iee-Chairman 

E. Lederer Secretary 

J. E. Fahy Trainmaster 

J. A. Anderson Master Mech.inic 

H. H. Harsh Division Engineer 

P. C. Loux Road Foreman of Engines 

W. J. Head... A. R. F. E. & A. T. M. 

E. G. Lowery Assistant Road Foreman of Engines 

G. W. Ri.stine. . .• .\ssi.«tant Road Foreman of Engines 

E. M. Heaton Division Operator 

J. P'itzgerald Assi-stant Trainm:ister 

C. H. Lee A. T. M. & G. Y. M. 

F. J. Hess Chief I)i.<patcher 

C. H. Richards Night Cliief I)i.-patcher 

R. D. Sykes • Medical Exiiminer 

J. J. McGarrell Medical Examiner 

G. J. Maisch Claim Agent 

A. J Bell Terminal Agent, Cleveland, O. 

C. E. Pierce Terminal Agent. Lorain, O. 

J. J. Herliiiv General Foreman, Cleveland, O. 

J. A. SiB.iECK General Foreman, lyorain, O. 

O. Bender Foreman, Steel Car Dep't, Lorain, O. 

B. J. Waterson Yard Foreman. Canton, O. 

J. T. Mc Ilw.un Master Carpenter 

M. B. Garrell Ixjcomotive Foreman, Akron Jet.. O. 

H. \V. Bair Engineer. Lorain .O. 

H. H. Beard Assistant Yardma.ster, Ix)rain, O. 

J. H. Miller Agent, Strasburg. O. 

J. Cline .\ssistant Yardmaster. Cleveland, O. 

O. P. EiCHELBERGER Assistant Yardmaster, Akron Jet., O. 

F. H. Garrett Foreman, Akron Freight Station 

G. A. Arcjanbrioht Supervisor, Mas.'»ilIon, O. 

O. F. Murray Relief Agent 

C. H. Rothgerv .Assistant Storekeeper, Clevehind, O. 

H. Lynch Engini>or, Cleveland, O. 

S. L. McCi'Tc HIN Conductor, Cleveland, O. 

S. L. Allen Car Inspector, Canal Dover, O. 

C. H. Jame.s Brakeman, Canton, O. 

A. C. Galeaz . . Fireman. I/orain, O. 

The editor's office notes with interest cir- 
cular letters distribiited over the Cleveland 
Division by the superintendent. Mr. Lech- 
lider evidently appreciates the value of an 
appeal to the pride of his men. All of us like to 
make good records, but sometimes forget the 



goal for which we are striving, which should 
be, irrespective of the particular kind of work 
in which we are engaged, a high standard of 
efficiency. Hence these general letters, which 
to a large extent appeal to the pride of the men 
to help the Cleveland Division stand high in 
its operating performance, deserve to and will 
undoubtedly be productive of good results. 

At the safety meeting held at Cleveland, 
September 1st, fireman E. Close was presented 
with copper torch in recognition of his efforts 
in keeping engine No. 635 clean and neat. His 
engineer, A. C. Burke, would have been pre 
sented with copper oil can, but for the fact that 
he had previously received one of these tokens. 
Close was so surprised that all he could say 
was ''Thank you." 

On account his being so strict with the I. C. 
C boiler inspection, Form No. 1041, W. Falls, 
boiler inspector at Cleveland shops, has won 
the name of ''Uncle Sam" at the shops. At 
that, it's a name anybody can be proud of. 

Effective September 12th, J. E. Palmer was 
transferred to the Cleveland Division, as captain 
of police, vice J. A. Campbell, transferred to the 
New York Division. We welcome Mr. Pal- 
mer to the fold. Now may those who stray 
from the righteous path beware. 

John Hack has left with Mrs. Hack for a trip 
up the lake. We wish him a good time, for he 
claims it's the first time he has ridden on a real 
boat. He ought to be seasick by this time. 
Nobody noticed the box of "Marsh's" he had 
under his arm when he left. 

F. Nichols, our crossing watchman at Seville, 
is another member of the "Clean-em-up" bri- 

gade. One look at the picture of the crossing 
which he takes care of at Seville, proves that 
cleanliness is becoming a slogan with our cross- 
ing watchmen. The grounds about his watch- 
box are always neat and well kept. 

G. W. Ristine, assistant road foreman of 
engines, is living up to his nick-name "Inge- 
nious George." His mind works without any 
physical labor, like the stokers on our 4200 
engines. On the night of August 4th, engine 
No. 162 was reported at Warwick leaking badly, 
and hostler at that point was unable to make 
the necessary repairs required to keep the 
engine working the balance of the night. George 
was instructed to go to Warwick on No. 15 to 
see what the trouble was and if something could 
not be done to keep the engine working until a 
more opportune time, when it could be sent to 
Lorain for repairs. On receipt of the message 
he knew just what to do. Hastily he prepared 
a mixture that he knew was good for leaky 
flues, and tied it up in a nice neat package. 
Arriving at the station in advance of No. 15, 
he waited patiently for the train, and on its 
arrival boarded it, feeling in love with the world 
and especially fond of leaky engines. At War- 
wick the "Doctor" picked up his case, ap- 
proached the ailing engine, and after feeling its 
pulse, decided that he had the right dope for 
the trouble. The neat little box was opened 
and to the "Doctor's" surprise a magical change 
had taken place, for his medicine turned out to 
be a mixture of breakfast foods. "Great Heav- 
ens !"exclaimed George, "Corn Flakes and Force, 
this will never stop a leaky flue. The com 
flakes will 'flake off' and the force will 'force' 
its way out of the leaks." The situation would 



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have stumped a less active mind than George's, 
when the stoker in his head immediately began 
working and he dived for a sawdust pile. By 
a few deductions he arrived at the following 
conclusion, "If fish is meat, by jinks then saw- 
dust must be wood, and I know all about wood 
and how to use it for I have carried a 'block' 
of it with me since I was born." By some un- 
known method he used the sawdust and stopped 
the leaks, and the engine remained in service 
all that night and the following day and was 
sent to Lorain shops the night of the 5th for 
permanent repairs. We wonder if the party 
that got George's flue medicine was able to 
convert it into a good, substantial breakfast 


Correspondent, T. J. Daly, Newark 

J. H. Jackson Superintendent (Chairman), Newark, O- 

C. C. Grimm Trainmaster, Newark, O. 

D. L. Host, Txainmaster and Chief Train Dispatcher, 

Columbus, O. 
J. TORDELLA Division Engineer, Newark, O. 

0. J. Kelly Master Mechanic, Newark, O. 

E. C. ZiNSMEiSTER Master Carpenter, Newark, O. 

E. W. Dorset Signal Supervisor, Newark, O. 

G. R. Kimball Division Operator. Newark, O. 

J. S. Little Road Foreman of Engines, Newark, O. 

F. O. Peck, Assistant Road Foreman of Engines, Newark, O. 

A. R. Claytor Division Claim Agent, Newark, O. 

C. L. Johnson Agent, Columbus, O. 

R. E. McKee Agent, Mansfield, O. 

C. R. Potter Agent, Newa.k, O. 

A. C. Richards Agent, Zanesville, O. 

M. FoRDYCE Agent, Cambridge, O. 

1. R. Lane Agent, Bamesville, O. 

J. M. Worstall Traveling Freight Agent, Zanesville, O. 

Dr. A. A. Church Medical Examiner, Newark, O. 

Dr. W. a. Funk Medical Examiner, Zanesville, O. 

F. S. Mahurd Supervisor, Newark, O. 

J. Vandivort : Conductor 

A. N. Glennan Road Brakeman 

C. G. Miller Shopman 

N. O. Neitzelt Section Foreman 

R. C. Sawyer Yard Brakeman 

H. W. Roberts Yard Brakeman 

E. D. Bancroft Secretary, Y. M. C. A., Columbus, O. 

p. P. LuBY • Shopman 

J. H. Thompson Assistant Yardmaster 

A. D. PiERSON Assistant Car Foreman 

W. T. Howard Conductor 

F. F. White , Engineer 

H. C. Wilson, better known as "Brandy," 
has succeeded Harry Wilson as distribution 
clerk in the master mechanic's office. Harry 
takes a position as clerk to car foreman, succeed- 
ing Edward Gilbert, who has resigned to enter 
St. Xavier's College at Cincinnati. 

A number of new men have been added to the 
shops in Newark to replace an equal number of 
men returned to the Zanesville shops, who were 
sent here after the flood of 1913. Other Zanes- 
ville men were added to the Zanesville shops, 
making the average number of employes about 
seventy. A saw shop equipped with the very 
latest of machinery is one of the new features 
of the reclamation plant at Zanesville. E. H. 
Hinkens is superintendent of the new plant. 

Wm. R. Weiss is the proud father of a bounc- 
ing baby boy, born September 8th. "Bill" is 
stepping high and passing the cigars. 

fi F. E.^Cole, formerly clerk in the stores de- 
partment, has succeeded Edward Dayton as 
clerk in the^machine shop at Newark. 

L. P.![Stanford, machinist helper in erecting 
shop, has returned from a trip to Sandusky, 
Cedar Point and other lake ports. 





The accompanying picture is of Chas. A. 
Toney, at present employed as janitor at the 
Newark passenger station. 

Mr. Toney was born in Cincinnati, March 1st, 
1850, and entered the service of the lialtimore & 
Ohio Railroad Company September 5th, 1874, 
as private car porter with W. C. Quincy, general 
manager lines west of the Ohio Rivef, and was 
successively with general managers C. H. Hut- 
son, Bradford Dunhan, Captain \V. W. Peabody, 
and later with general superintendent J. C. 
Stuart and the late W. H. Harris, superintendent 
motive power at New^ark. 

In December, 1890, while with Captain Pea- 
body, Mr. Toney took a trip around the world, 
visiting all the principal cities of the old 
country and returning to Cincinnati in June, 

There are very few of the older employes of 
the Railroad Company who do not know 
"Toney" and he is a familiar figure on the 
lines west of the Ohio River. 

Mr. Toney has three sons, one of whom, 
Harry A. Toney, has been employed by the 
Baltimore & Ohio Company for the past fifteen 


Correspondent, P. A. Jones. Office of Chief 
Clerk, Connellsville 


O. L. Eaton Superintendent . Chairman 

S. C. W0LFEB8BERGEB Assistant Superintendent 

F. G. H06KIN8 Division Engineer 

T. E. Miller Master Mechanic 

T. E. Jamison Trainmaster 

G. N. Caoe Road Foreman of Engines 

H. B. PiGMAN Division 'Operator 

Db. M. H. Koehler Medical Examiner 

J. M. Co\ner8 . . 
II. I). Whip 

T. F. MlRPHY . 

F. Faoan. 

J. Baine 

H. F. Lnisf.sTDv 

IL W. H<h)vj;k 

I. li. Kaikkmw 

I . Bkynk . 

1:. B. Small 

>. W. lIri>i>if»Ti)\ 

W. Seaton- . 

M. E. Martz 

1'. J. Adams 

M. P. Heaney 

J. A. Flemim; 

J. Wardley 

J. T. GRrynx 

C. A. Albright. . . 


Car Foreman 
. Relief Agent 

Car Inspector 

(Vrnductor (F. M. & P.) 
Conductor (S. & C.) 


Train I>wptttcher 

AciinK M.ister Carpenter 

Claim Agent 




Foreman (M. P. Dept.) 
Inspector (M. of W.) 



Locomotive Enginwr 



In a game featured by airtight pitching by 
Brewer and Bartholonii, the boilermakers of 
Connellsville shops defeated the master me- 
chanic's office force on the evening of August 
31st. The score: 

123456789 RHE 

M. M. Office . 

10 0—1 4 3 
10 10 0—2 4 1 

Batteries — Brewer and Moser — Bartholomi 
and Percy. 

The master mechanic's office force and ma- 
chinists played a very exciting game of base- 
ball on the evening of August 19th. which was 
called at the ending of the Sth inning with the 
score a tie, 5 to 5. Both twirlers pitched a good 
game, each allowing only five hits. The fea- 
tures were the batting of King and the playing 
of Fisher at second for the clerks, and the 
playing of Harbaugh at first base for the ma- 

Scores by innings: 



.0 110020 1—5 52 


lists 1 1 

The machinists and clerks of Connellsville 
shops met on tlie diamond in the second game 
of a series on August 25th. the game ending in 
a 6 to 3 score in favor of the machinists. The 
shop men took the lead in the first inning by 
scoring four runs which was enough to win, two 
pa.sses, two errors and a hit turning the trick. 
After the first inning the clerks settled down 
and scores became scarce. The feature of the 
game was the pitching of Rottler for the ma- 
chinists, who struck out ten men. Yoimkin also 
pitched a good game for the clerks after the 
first inning. Ray King, with three hits, a 
single, double and a triple, was directly re- 
sponsible for all the clerks' runs. The game 
was also featured by the playing of Moser and 
Fisher for the clerks. The score: 

12 3 4 5 6 7 RHE 

Machinists 4 10 1—6 7 2 

Clerks 000 1002 -3 10 3 

g Batteries: Rottler ^and I. Friel— Younkin 
and Brewer. 


Till': l^\T;riM()KK and OIIIO KMPIXnT.S MADA/IXK 


Diirinp; the week of August 10th, the annual 
convention of the Vohmteer Firemen was Iield 
in Connellsvillc. and was hirgciy attended by 
firemen from all points in Western Pennsyl- 
vania. The affair proved a brilliant success 
and the visitors were loud in their praise of the 
splendid manner in which it was liandlcMl ))y th(> 
loci^l organization. The Baltimore A: Ohio also 
came in for its share of the praise for tlu^ ex- 
cellent passenger service rendereil during tlu^ 
week; special trains being run daily from all 
points in tiiis territory for the accommodation 
of visitors to and from the city. The principal 
event was the grand parade, which took place 
on Thursday, the 13th. The line of march ex- 
tended over a distance of about three miles and 
was representative of all companies comprising 
the Firemen's Association. Chief among thes(> 
was the Baltimore & Ohio local fire (lei)art- 
ment, which, although ineligible as a contender 
for prizes, was roundly applauded all along the 
line of march. Their costumes consisted of blue 
duck coats trimmed in maroon braid; the 
trousers of white duck and trimmed likewise; 
and caps of white duck with maroon band and 
white peaks. The accompanying photograph is 
of the company as they appeared in the parade. 
Reading from left to right, the names are: J. 
E. Murphy, J. C. Hunter, M. A. Bottler, C. F. 
Otto, Carl Shiblev. J. K. Corvin, Carl Snyder, 
P. J. King, Thos. Irwin, W. J. Harbaugh, F. A. 
Sliger, E. J. Williams, Roy O'Donnell, J. C. 
Weisel, J. C. Whittaker, F. Philburn, J, Earn- 
hardt, S. C. Stillwagon, P. B. Chittister, D. B. 
Hart, Geo. May, J. J. Friel, T. J. Brennan 
(chief), and J. C. Stillwagon. 

The showing made by the company received 
favorable comment in the local newspapers, 
which came to the attention of third vice-presi- 
dent Thompson, who sent the following com- 
munication to T. J. Brennan, chief, congratu- 
lating him on its fine appearance and the special 
mention it had received: 

T. J. Brennan, 

Baltimore & Ohio Fire Department. 
Dear Sir — 

It was with genuine pleasure that I noted in 
the Connellsville Weekly Courier of August 
20th, what a splendid showing the Baltimore & 
Ohio Railroad Fire Department had made in 
the parade of the various fire companies through 
the city. 

The showing which was made by your com- 
pany is very gratifying to the management of 
the Baltimore & Ohio, and I desire to extend 
my congratulations for your fine appearance and 
the special mention you have received. 
Sincerely yours, 
(Signed) A. W. Thompson, 

Third Vice-President. 

The Baltimore & Ohio section was lead by 
A. McCormick, the general foreman of Connells^ 
ville shops, on horseback. Mr. McCormick also 
acts as superintendent of the fire department. 

Next in line were several of the division ofli- 
cials riding in an automobile which was loaned 
by J. J. Daughtery, the driver, for the occasion. 
Seated with Mr. Daug;htery were W. O. Schoon- 
over, chief clerk to superintendent, T. E. Miller, 
master mechanic; superintendent O. L. Eaton, 
and F. G. Hoskins, division engineer. Follow- 
ing the d vision officials were the "fire laddies." 

It's the cloth in your over- 
alls that gives the wear. 


Indigo Cloth 

Standard for over seventy- five years 
The boot on the 
back is your 


The importance of wearing Over- 
alls, Suits, Coats and Jumpers 
made of Stifel'S Indigo Cloth 
has been handed down from father 
to son for three generations. 

STIFEL'S is the "fabric indcstructibie"- 
will not fade— easv to wash ar.d iron. 

Look for this tr.ide mark ic •■ 
on the back of the material, 
on the inside of the garment 
That'svoiirmmranteeof the 
r'enuine STIFKL'S 

(.7of/i Ma?iiif'(ii'7i(rrJ /y 


Indigo Dyers and Printers 

Wheeling, W. Va. 

Al.hs ohhH Es: 

sr.if i'o/:\' . 

S.7.V IRASi.iSC 
roROSTO . . 

. . 2t>C-2t>J Churd, S:rfft 
223 If est Jatki^n BoulnarJ 
. Itst.i/, r 
. . //M,inifiriUrBuiij: 

Please mention this magazine 



A. Mccormick, leader of company division 


After suffering two defeats at the hands of 
the machinists, the clerks came out on the long 
end of a 6 to 5 score in a hard hitting contest at 
Fayette Field, September 4th. Rottler started 
out like a whirlwind for the machinists, strik- 
ing out four in the first two innings, but ap- 
peared to weaken in the latter part of the game, 
the clerks overcoming a lead of three rims and 
coming off victorious. Younkin for the clerks 
pitched a steady game and would have shut out 
his opponents had he received perfect support. 

The score by innings: 

12 3 4 5 6 7 RHE 

Machinists 3 2—5 8 4 

Clerks 2 113 x— 7 7 6 

Batteries: Rottler and I. Friel — Younkin 
and King. 

The stork visited the home of yard brakeman 
W. Albine, on September 21st, and left a big boy. 

A notable event took place when the stork 
visited the home of J. Russell Anderson on 
September 24th, and left a fine baby boy. Mr. 
Anderson is a clerk in the superintendent's 
office. This explains his continued whistling of 
''Somebody's coming to our house," and we are 
glad to note that his hopes and hilarious shouts 
''It's a boy! It's a boy! It's a boy!" have 
not been in vain. 

With six teams lined up, the Baltimore & Ohio 
Duckpin League, composed of Connellsville em- 
ployes, was organized on the evening of Septem- 
ber 19th, at a meeting held in the superinten- 
dent's office, by the election of T. E. Miller, pre- 
sident, C. V. Payne, secretary, and H. T. Beck, 
treasurer. The following captains were ap- 
pointed: Freight office, Ray Shaw; superin- 

tendent's office, Thos. Courtney; scales, Ray 
Towzey; machinists, Samuel Stillwagon; mas- 
ter mechanic's office, H. T. Beck; yardmen, H. 
M. Heinbaugh. 

Each team will be allowed to carry eight men, 
or three substitutes on each team, and would 
like to arrange g&mes with Pittsburgh, Cum- 
berland and Grafton. 

War News. 
By War Correspondent: 

London, September 19th. — A report has just 
reached this office by way of Petrograd and 
Paris that the forces of General Spackman and 
General Stillwagon met in a terrific struggle at 
Fayette Field. Connellsville, on September 7th. 
General Spackman lead his men off with a rush 
through General Stillwagon' s center (Rottler) 
and for a time it appeared as though the slaugh- 
ter would be complete, but the latter rallied 
his men and under cover of darkness succeeded 
in coming up from behind (the cowards!) and 
turned apparent defeat into a rout. Imme- 
diately after the battle a treaty of peace was 
signed until the spring, when the armies may 
again take the field. Summary: 

R H E 

General Spackman's Army 8 15 8 

General Stillwagon's Army 9 10 4 

Batteries: Younkin and Brewer — Rottler 
and A. Friel. 

H. E. Fullmer has been appointed agent at 
Cheat Haven, Pa., vice W. C. Wilcox, w^ho has 
accepted a position as agent on the Monongah 
Division. Mr. Fullmer was formerly third 
trick operator at Morgantown. 

On August 19th, D. L. Marietta, 2nd trick 
operator at "GU" tower, and Miss Mary Eber- 
harter of Mill Run, Pa.,, journeyed to Cumber- 
land, where they were married. We extend 


Correspondent, C. W. Blotzer, Clerk Car 

Accountant's Office, Pittsburgh 


C. B. GoRSUCH Superintendent, Chairman 

T. W. Barrett Vice-Chairman, Trainmaster 

W. J. Kennedy Secretary 

M. C. Thompson Road Foreman of Engines 

C. C. Cook Division Engineer 

W. A. Deems Master Mechanic 

T. J. Brady Trainmaster 

L. Finegan Superintendent Shops 

G. W. C. Day Division Operator 

W. Battenhouse General Car Foreman 

H N. Landymore ■ Operator 

E. L. Hopkins Machinist 

H. G. Waltower Yard Conductor 

H. J. Spangler Yard Brakeman 

C. C. AiNSwoRTH Yard Brakeman 

W. E. BuRTOFT Car Foreman 

W. M. Clark Master Carpenter 

H. L. Gordon Assistant Division Engineer 

W. D. Carroll Supervisor of Signals 

John Haggerty Passenger Engineer 

F. M. CocKRELL Road Engineer 

C. F. Harvey Passenger Fireman 

Frank Bryne Claim Agent 

Dr. J. P. Lawlor Medical Examiner 

W. Davis Yard Conductor 

T. F. Donahue General Supervisor 

R. J. Smith Agent, Junction Transfer 

W. F. Deneke Agent, Pittsburgh 




\V. B. Peters.. 
H. M. Gr.^nth.\m 

W. I. McKee 

H. B. Jekfries. . 

J. A. xMcKiE 

W. M. Smdek 


J. H. Bash 

\Vm. Ross 

e. w. roluxgs 

E. H. Fenstemavcheu 

Agent . Alleglieny 

. . . Agent . Mc Ket*sp<irt 

Agent , Bratldook 

Agent. Butler 

...Agent, Washington 
Agent, Ellwood City 

Car Foreman 

Assistant Trainmaster 

Passenger Brakenian 

... Road Conductor 


Rood Conductor 
Road Conductor 

The following employes of the passenger sta- 
tion at Pittsburgh have received visits from 
the stork since the last issue: E. C. Fisher, 
timekeeper, being presented with a bouncing 
baby girl; A. \V. Conwell, clerk to general 
superintendent, with an eight pound girl; Harry 
Smith of the timekeeping force at the Pitts- 
burgh freight house was also presented with a 
nice big boy. 

While enjoying the smokes on the fathers, we 
are pleased to learn that the babies and their 
mothers are doing nicely. 

W. L. Clipp, chief clerk to the general superin- 
tendent, who has been on the sick list, is now on 
duty. The boys heralded his reappearance 
with great satisfaction. 

"Bill" Porter, clerk at the Pittsburgh freight 
station, couldn't wait until he received his va- 
cation for a little business transaction of his 
own, therefore he slipped off quietly to Cum- 
berland and got married. 

E. C Fisher, timekeeper at Pittsburgh, i.-^ 
building a beautiful home in Hazelwood. which 
will be ready for occupancy the early part of 
this month. In view of the fact that Mr. 
Fisher recently had his family increased, the 
new home will be somewhat larger than the one 
now occupied by him. 

The boys in the motive power department at 
Glenwood were sorry to see Mr. Brunner leave 
them. He was promoted to chief clerk to the 
district superintendent motive power ofhce, 
Pittsburgh, and takes with him the hearty good 
wishes of his former comrades. . 

R. M. Stock has been promoted to the po.>*i- 
tion formerly held by Mr. Brunner, and every 
effort will be put forth to make Mr. Stock at 

R. C. Lynch, chief timekeeper. Glenwood 
shops, has also been promoted to the district 
superintendent motive power office, in the posi- 
tion of chief statistician, and the boys are sure 
Mr. Lynch will handle the job well. ' 

Shortly before leaving on his vacation, E. A. 
Rauschard. general foreman, was paid a visit 
by the stork, who left a twelve pound baby. 
From latest reports both baLy and mother are 
doing very nicely. 

It was with sincere regret that we were in- 
formed of the death of Patrick Callahan, who 
formerly worked in the tank shop at Glenwood, 
and we take this opportunity of expressing our 
s}Tnpathy for his relatives. 

The fact that our stationmaster, W. J. Car- 
roll, is strictly up-todate and always looking 
after the welfare of piussengers and the interests 
of the Company, is clearly ex])lained in a recent 
communication received from Ohio Pyle, Pa., in 
which a p:issenger expresses appreciation and 
thanks for the manner in which an invalid 
patient was handled at Pittsburgh, enroute to 
the above named point, and also on return to 
Pittsburgh. When parties were ready to re- 
turn to Pittsburgh, Mr. Carroll was informed 
on what date and train they would arrive and 
requested that a taxi be on hand to meet them. 
Mr. Carroll ascertained that train was slightly 
behind schedule and in order to avoid increased 
expense in hire of taxi, did not order it until 
making sure of correct arriving time, where- 
upon car was ordered and on hand and every 
efifort made to convey patient comfortably to 

Matters of this nature greatly influence pa.s- 
senger traffic, and we take this means of mak- 
ing known Mr. Carroll's action in order that his 
example may be followed by other employes. 

The accompanying photograph shows the 
spacious residence of J. T. Campbell, of the 
general safety committee at No. 627 Fairview 
Avenue, Butler, Pa. Mr. Campbell has a 
beautiful collection of flowers which he is able 





Send sketch or model for search. Highest ^__^_^_____ 
references. Bestresults. Promptness Assured 

WATSON E. COLEMAN, Patent Lawyer 

624 F St., N. W. Washington, D. C. 



Texaco Illuminating Oils Texaco Auto Gasoline 
Texaco Motor Oils and Greases 
Texaco Lubricating Oils for all Purposes 
Texaco Machine Oils Texaco Engine Oils 

Texaco Greases Texaco Fuel Oil 

Texaco Asphalts Texaco Railroad Lubricants 

For Roofing, Waterproofing. Paving. Saturating 
Insulating, Mastic, and for all other purposes 




Boston St. Louis New Orleans 

Philadelphia Norfolk Dallas 

Chicago Atlanta EI Paso 




— — BS 

JflHp<;«' ■ ^ . ■ 'v^ ■• .2^* ' »,.- 

iwmi^'--- ./ ^^ " '■' "^^i*^ 

■ . of 

■•^K" •.*.!* 

1 m 

^ II 




^ 'r ;.^ 

m ' 


to keep blooming the year round, his property 
being equipped with a conservatory. He also 
has a collection of fowl of which he may w^ell 
feel proud. Owing to Mr. Campbell's long 
period of service in the Pittsburgh territory, it 
has become natural to look upon him as one of 
"Our Own," 

This photo shows the interest taken in the 
appearances of the right-of-way on the Pitts- 
burgh Division. This picture is of a bumping 
block at Point Mills, W. Va., which has been 
converted into a flower bed by first trick oper- 
ator T. B. O'Brien, who appears on the right. 



Correspondent, F. E. Corby, Chief Clerk 
New Castle 


M. H. Cahill Superintendent, Chairman 

C. P. Angell Trainmaster, Vice-Chairman 

J. B. Cameron Division Engineer, New Castle, Pa. 

J. J. McGuiRE Master Mechanic, New Castle, Pa. 

\ii. C. Bock Division Operator, New Castle, Pa. 

J. B. Daugherty Road Foreman, New Castle, Pa. 

Dr. a. C. Earnest. .Medical Examiner, New Castle Jot., Pa. 
E.J. Langhurst. . .Assistant Road Foreman, Chicago Jot., O. 
R. J. Carrier Claim Agent, Youngstown, O. 

F. C. Green Supervisor, Ravenna, O. 

W. L. Madill Supervisor, Lodi, O. 

G. O. Everhart Supervisor, Youngstown, O. 

E. C. Fowler Supervisor, Warren, O. 

Jas. Aiken Agent, Youngstown, O. 

G. W. Taylor Agent, Painesville, O. 

F. H. Knox Agent, New Castle, Pa. 

Albert Voss. . .Erecting Shop Foreman, New Castle Jet., Pa. 

P. Thornton Track Foreman, New Castle Jet., Pa. 

R. BERNHARDT.Ass't. En2. HouscF'man, New Castle Jet., Pa. 

V. C. Armesy Machine Shop Foreman, Painesville. O. 

R. E. Armstrong Road Engineer, New Castle, Pa. 

L. N. Haught Yard Engineer, New Castle Jet., Pa. 

M. G. Guthrie Road Conductor, Chicago Jet., O. 

W. C. Shanafelt Road Conductor, New Castle, Pa. 

D. B. Patterson Yard Conductor, New Castle Jet., Pa. 

B. Beckman Yard Conductor, Haselton, O. 

G. W. Richards Warehouse Foreman, Youngstown, O. 

C. K. Spielman Relief Agent, New Castle, Pa. 

H. L. Forney Master Carpenter, New Castle, Pa. 

J. W. Clawson Signal Supervisor, New Castle, Pa. 

W. W. McGaughey Secretary 

Lawrence McGuill Captain of Police 

On August 14th, 1914, at 4.00 p. m., C. R. 
Swope, third trick operator at Ohio Junction, 
and Miss Ellen Ashley, of Warren, Ohio, were 
united in marriage at Warren. 

Tin: HAi/riMoHi-: and oiiio i:mpi.()Vi;s maca/ink 


They departod on ii honeymoon trip which 
took them to Baltimore, Washinjiton, Harris- 
burg, Pa., HufTah) and Niajjara Falls. We all 
wish Mr. Swope and his better half a long, 
hapj)v and prosperous wedded life. 

This photograph is of Thonuis (leorge. for 
twenty-two years crossing watchman at Cres- 
ton, Ohio. Mr. Cleorge has been granted a 
pension and has retired from active service. 
On his retirement, the superintendent wrote 
him of his ai)preciation of his faithful and 
efficient service during the period he was em- 
ployed by the Company. 

(). C. HoBi.N80N..Cur I>p't C'ontniitttHjiiian. (hicuRO Jet.. (). 



Correspondent, F. N. Shultz, Division Operator 
Garret, Ind. 


J. E. Keeg.w . Chairman. Superinlt'ndont , Garrett, Ind. 
T. B. IHkcje.s.s . .\'ice-Chairnian. Trainnia.ster, Garrett, Ind. 

C. W. Va.n Horn Trainmaster, Garrett, Ind. 

John Tordell.\ Division Engineer, Garrett, Ind. 

F. \V. Rhlark Master Mechanic, Garrett, Ind. 

Geo. Novinger Road Foreman of Engines. Garrett, Ind. 

F. N. Shultz Division Operator, Garrett, Ind. 

J. D. J.\CK Claim Agent. Garrett, Ind. 

T. E. Spurrier Claim Agent, Tifiin, Ohio 

Dr. F. Dor-sey Medical Examiner, Garrett, Ind 

H. A. Martin Relief .\gent . Fostoria, Ohio 

R. R Jenkins. . .Secretary, Y. M C. .\.. (lucago Jet., Ohio 
P. H. Carroll Signal Suoervi.-^or, Defiance, Ohio 

D. B. Taylor Master C arpenter. Garrett, Ind. 

T. L. Roach Assistant Supervi.><or. Defiance, Ohio 

W. L. La Flor Section Foreman, Teegarden, Ind. 

C. Feagler Shop Committeeman, Garrett, Ind. 

W. F. Jump Shop Committeeman. Chicago Jet.. Ohio 

G. A. Strouse. . .Shop Committeeman, South Chic:igo, III. 

C. J. Robinson Yard Brakeman, Chicago Jet., Ohio 

F. W. WuNT Yard Conductor, (Jarrett. Ind. 

A. Weber Yard Conductor. South ChiciiRO, III. 

F. A. Van^Heyde Conductor, (iarr**^*' I"'' 

\V. lioss 
H. Martin 

L. BlKiER 

-M. Chal>o.\ 
. E. Baiiey 

C. Greer . 
John Draper 
H. S. Garunkh 

Car Dep't Commiffeemun. (iarrett. Ind. 

Knginc<'r, Carrett, Iml. 

lircman. Carrett, Ind. 

Brakeman. (Jarrett. Ind. 

Operator. Walkerton. Ind. 

Tran.sfer Agent, Chicago Jet.. Ohio 

•Agent, Chicago, 111. 

.\gent, Defiance, Ohio 

The Baltimore tV: Ohio ticket agent at Chicago 
Junction recently received the following inter- 
esting letter: 

li & O ticket Agint 
Dear Sir: 

i inclo.s 3") cents doo you mi boy forgot 1o 
by his tickit an he is old eiiuf too pav haf" fair 
i dont want to cheet noboddy. 

yores 1 ruely, 

\ P.\S.SIN(;.\F{. 

Patents MakeFortunes 

"Safety First" ideas are in demand. Patent 
your ideas. Handsome book on patents 
FREE; higfhest references; send sketch 
today; write for list of inventions wanted. 
H. J. SANDERS, Patent Attorney 

163 Webster BIdg.. Van Buren and La Salic Sts. Chicago 

$30 REWARD ::L'l^ro%7^s:rJ'^ 


Combination Billfold 
& Railroad Passbook 


m^ ^"^ All other manufacturers failed to produce 

*-^ ■ B^^ ^vhat we now otTer you — our newly pat- 
^^ \.<^^*/ cnted Rillfulrf , with 6 combinations into 1. 
Tiiis P.illfold has been tested by many rail- 
H'orth $1 .50 road men. who pronounce it perfect. From 
inventor to you. We sell no ijtures. no 
•itents— we give you their protits. Hillfold is made of 
real {{enuine leather; no paper orcloth to rot from perspira- 
tion, will not fall apart in water. Has 3 folds and 6 separate 
compartments. Transparent compartments for the larg:- 
est railroad pass, secret place for paper money, place for 
gold and silver, two separate places for largre or small busi- 
ness cards, an idcntif'CP.tion card, place for postajje stamps, 
car tickets, yearly calendar, eic. Ladies or ireuts can uj*e this book. 
ff r\ Postpaid. Mention black oi tan leather. 
OvJC Send iimney order, t^tatii|)^,N.Y. draft only. 

Bestyet Leather Goods Co. '<!?e«'i^°d".'oh!t 



If all passengers who think it smart and 
creditable to beat the railroads out of the fair 
rates they charge for transportation would 
take a lesson from the action of this illiterate 
but honest individual, what a boon it would be 
to the railroads and also to the general morale 
of railroad passenger transportation, 

Albert C. Shaw, popular conductor of the 
Chicago Division, died at the Sacred Heart 
hospital, Garrett, Ind., Wednesday morning, 
September 2nd. Mr. Shaw had suffered for 
three years with organic heart disease, and for 
the past three months has been at the local 

Mr. Shaw had the reputation of being the 
heaviest active railroad man in the United 
States. He had been abnormally large since 
childhood, measuring six feet three inches in 
height, well proportioned, normal weight some- 
thing over 360. At the time of his death he 
weighed 300 pounds. 

Born at Grafton, W. Va., Mr. Shaw was fifty- 
five years, eleven months and eight days old at 
the time of his death. At the age of twenty-two, 
he came to Garrett and took a position with the 
Company as fireman. He served successively 
as engineer, brakeman and conductor. Pie has 
been conductor for thirty years, but would not 
take passenger run on account of his size. He 
had an absolutely clear record. 

Mr. Shaw is survived by four brothers: G. B.. 
J. M. and C. F. W. Shaw, living at Grafton, 
and Edward, living at Clarksburg, W. Va. He 
had never married. 

Soa of Car Checker John C. Link, Chicago Termiaal 
He was a member of the Fort Wayne lodge of 
Elks, C. N. Bell lodge of Railway Conductors 
and Garrett lodge of Odd Fellows. 

The remains were shipped to Grafton for in- 
terment and were accompanied by a delegation 
of citizens and railroad men. 


Correspondent, Oscar Wacker, 
Car Distributor 

On September 2nd, our train No. 88, leaving 
South Chicago at 4.10 in the morning, run by 
engine No. 4303, took out eighty-three cars in 
one drag, representing 5,500 tons, all grain, and 
all destined to Locust Point, Baltimore, Md., 
for export. This is the largest solid train of 
grain that has ever been moved out of this 
territorj^ by any railroad. 

We are glad to advise our co-workers that 
Paul Wegener, assistant to chief clerk, was 
married on August 22nd to Miss Esther Neison. 
It seems that the good work of cupid is keeping 
up. It would be advisable for all Company 
clerks to come to South Chicago if they are 
looking out for the future. All Mr. Wegener's 
co-workers in South Chicago freight office wish 
him good luck and good fortime. 



Correspondent, G. W. Hesslau, Claims 
Investigator, Chicago 


J. L. Nichols Superintendent, Chairman, Chicago 

J. W. Dacy Trainmaster, Chicago 

C. P. Palmer Division Engineer, Chicago 


F. !•]. Lampherk Assistant EnRineer, Chicago 

Alex Craw Division risiiin Agent, Cliicago 

J. F. Ryan Captain of Police, C'hicaRo 

C. L. Hegley Kxaniinor ami Hccorder, ChicaKO 

H. McDonald Supervisor. Chicaso (C'liicaRO District) 

Wm. Hogan Supervisor. ChicaKO (Calumet District) 

J. W. Fogg. 
F. 8. DeVeny 
Chas. Espino 

Dk. E. J. HL(iHK.> 

MuHRis Althehh 
C. O. Seifekt. 
Du.vcax McDot *; 
Emil Domrose. 

Master Mechanic. F.Jist ChicaRO 
Assistant H. F. of K.. ClucaKO 

Master Carpenter. Chicaco 

Meilical Examiner. Cliiraco 

Assistant Acent, Forest IHn 

. . . Signal Supervisor. Chicano 

Encineer. Hohey St. 

Fireman, Hohey St. 

Chas. Bean Conductor, Robey St 

Wm. Hartwig Car In.sptKUor, Hobcy St . 

Wm. Wi.vters Encineer, Blue Islam! 

John Xeff Conductor, lilue Island 

Henry Mindeman Car Inspector. Blue Island 

Harry Johnson l^n^ineer, Chicaco 

Howard C. Blake I-'ireman, Ivust Chicaco 

Roy Freeman Conductor, East Chicaco 

Geo. Rosenberg on Floor, East Chicaco 

A. A. McLene Machinist in shop. East Chicaco 

W.M. Davis Boilermaker, East Chicago 

John Lewis Blacksmith, East Chicago 

Albert Rose . Car Inspector, East Chicago 

Jaincs Bates, the silver-bearded Ttowerman 
at Wisconsin Avenue crossing, Oak Park, 111., 
is the oldest crossing watchman in the emi)lov 
of our Company. Mr. Bates was first employed 
by the Chicago Terminal Transfer R. R. Co. as 
crossing watchman at Douglas Boulevard, 
Chicago, during the month of March, 1895.' He 
remained there for about four years and was 
transferred to the Kedzie Avenue crossing, one 
of our busiest grade crossings before the eleva- 
tion. Mr. Bates was locatetl at Kedzie Avenue 
for about eleven years, and when the right of 
way was elevated over Kedzie Avenue he was 
transferred to Wisconsin Avenue, Oak Park, 
where he is still stationed. During Mr. Bates' 
nineteen years of employment as a crossing 
watchman he has never had an accident occur 
at his crossing. Mr. Bates is as pleasant a man 
as it would be anyone's pleasure to meet, and 

Hotel Aberdeen 

32d Street, bet. 5th Avenue 
and Broadway 

New York City 

Location unsurpassed; fifteen minutes 
from Baltimore & Ohio 23rd Street 
Terminal and very close to all high 
class department stores and theatre 

A Magnificent 


Commercial Hotel 

giving the highest class accommodations at the 
most moderate rates. 

This hotel has every known improvement and 
has no equal for its service and attention 

Every Room with Private Bath 

$1.50 per Day and $2.00 

Special Rates by Week, Month or Season 

.i.\Mi:.-< BATi: 


No. 800 

Look at this Clear Vision 

Comfortable Fitting Goggle 

Ask Your 
Watch Inspector 

Beware of Imitators. Take no substi- 
tute. See that our trade-mark "Non- 
Strain" is on the box. If your watch 
inspector cannot supply you pin a one 
dollar bill on your letter and we will 
send a pair to you prepaid. 




Please mcntivn Ihis magazine 




is very well liked by the people who have 
occasion to use his crossing. The accompany- 
ing photograph of Mr. Bates was taken when he 
was thirty years old, thirty-two years ago, 
and he is every bit as young now as he was 
when this photograph was taken. 

Engineer William B. Rogers, of East Chicago, 
Indiana, who has been ill for the past eight 
weeks with a severe attack of t>T)hoid malaria, 
is improving as much as can be expected. The 
boys are more than glad to hear this, Bill. 

Howard Wetenburg, of the division en- 
gineer's office, has been the possessor of a black 
eye for a few days. He says that while bathing 
at the beach another bather accidently bumped 
him in the eye with an elbow. As this alleged 
accident occurred in water it might be classified 
as a fish story. 

Frank M. Dotzauer, switchman at Empire 
Slip, has returned to duty after being on the 
disability list for the past ten months. 

On August 18th, the Railroad Smoke In- 
spectors' Association of Chicago entertained 
the City Smoke Department by taking them on 
a trip across Lake Michigan to South Haven, 
Michigan, on the steamship City of South 
Haven. F. S. DeVeny, chief smoke inspector, 
wife and daughter; J. W. Fogg, master me- 
chanic, and his three nieces; W. L. Robinson, 
supervisor of locomotive operation, and Guy 
Lung, clerk to road foreman of engines, attended 
the outing and report having had a great 

The accompanying photograph of roundhouse 
foreman C. J. Quimby and his force at Robey 
Street, Chicago, needs but little introduction. 
Mr. Quimby and his force dispatch on an 
average of twenty locomotives from the Robey 
Street station every twenty-four hours, in- 
cluding Soo Line locomotives. 

In this connection the enginemen and fire- 
men might be pleased to note that on August 
18th, not one Company locomotive was observed 
violating the city smoke ordinance of Chicago. 
It isn't such a bad idea to get the smoke in- 
spectors out of sight of land once in a while, 
is it? 

On August 22nd the baseball team of 
roundhouse force at East Chicago, Indiana, 
defeated the Gibson shop team of the Indiana 
Harbor Belt R. R. Co. at Hammond, Indiana. 
The final score was 6 to 5, it taking thirteen 
rounds to down the opponent. Our boys' per- 
sistent hitting and Morgan's effective pitching 
brought victory to our team. The line-up was 
as follows: Steinbauer, 3rd base; Whelan, 
short stop; Arter, 2nd base; Harris, 1st base; 
Hudson, catcher; Skellenger, left field; McCar- 
thy, center field; Meisel, right field, and Mor- 
gan, pitcher. 

R. G. Archer, telegraph operator and as- 
sistant dispatcher at Chicago, has just returned 
from an extended trip to Denver, Salt Lake 
City, San Francisco and Los Angeles. This 
makes the third extended trip Mr. Archer has 
made through the west, and each time he has 
come home without the expected news. Why 
don't you take a trip down east,' Archer, or 



perhaps there is somothinfi; more fascinating 
(slow but sure) in Chicafjo? 

Walter Schultz, clerk in the president's 
office, has been promoted to clerk in the main- 
tenance of way department. Mr. Schultz was 
succeeded by John Coan. 

L. H. Reinke, of the engineering; department, 
has been away on a week's fishing trip, and 
reports that as a fisherman he is a better part- 
ridge hunter. Says he left the muskies in the 
clear lake live box. Fish stories are fish 

George W. Reese, who was injured almost 
two years ago while working as a switchman at 
Empire Slip, has again returned to duty. He 
has gone to South Chicago, and is working on 
one of the city runs. 

Commencing September 1st, the lunch room 
at the Grand Central station was discontinued 
and a large restaurant and lunch room was 
opened up by John ^Nlurphy, promoter of "good 
eats." It is well patronzied and every one 
is pleased. 

The accompanying picture of our senior dis- 
patcher, C. F. Williams, at Chicago, needs but 
little introduction. Mr. Williams was born in 
Harmen, Ohio, now knowii as West Marietta, 
Ohio, and learned telegraphy in that to\\'ii. 
Some forty years ago Mr. Williams worked as 
operator for the Cincinnati <fc Marietta Rail- 
road Company at Marietta, now part of our 
System. About twenty years ago he com- 
menced working for the Chicago & Northern 
Pacific R. R. Company (now the Baltimore & 
Ohio Chicago Terminal) as agent and operator 
at Dalton, 111. After being located there for 
five years Mr. Williams was appointed dis- 
patcher at Chicago, and still holds that 

''i^^lE-W-l:':!: .1 > 

I Safety First 


i Take No Chances 

i With Your Health 

I Q Railroad men, above all others 

I must be at their best to meet the 

I mighty responsibilities their duties 

I involve. You can't feel right, be 

I right, work right, if your head is 

I all chucked full of a cold. You 

I can't step out of a steam heated 

I coach into a raw, freezing temper- 

I ature without inviting a cold. 

I Your main protection is good "cold 

I proof" underwear. "Wright^s" un- 

H derwear is designed primarily to 

I pledge this protection. 

I ^Try 

C. F. \VILLI.\M.S 

Made in suitable weights, either Union 
Suits or Shirts and Drawers. It is 
belter underwear, 27 years of experience 
says so. 

^ Ask your dealer and insist on having 
Wright's Underwear only. Send for 





I Wright's Underwear Co., Inc. 

d 74 Leonard Street :: New York City 

Please mention this magazine 




DON'T FORGET our Safety First by-words. 
Education and interest are the kernel of the 
Safety movement. With these thoroughly ap- 
plied there can be nothing but resultful maturity. 

If you see a fellow employe do anything that is 
against Safety, find out whether or not he knows 

If he does, interest him. 

If he does not, educate him. 


Correspondent, C. N. Beyerley, 
Chillicothe, Ohio 


G. D. Brooke Superintendent, Chairman 

E. N. Brown Assistant Superintendent 

R. R. ScHWARZELL Trainmaster 

T. E. Banks Trainmaster 

R. Mallen Road Foreman of Engines 

Wm. Graf Road Foreman of Engines 

G. W. Plumly Division Operator 

P. H. Reeves Master Mechanic 

E. Cole Supervisor 

S. H. Baer Section Foreman 

C. DuLLMEYER Foreman Car Shop 

S. W. Cain Road Brakeman 

J. I. Botkin Warehouse Foreman 

W. A. Burns Road Conductor 

E. J. Allee Signal Supervisor 

E. J. CoRRELL Division Engineer 

Dan O'Leary Yard Conductor 

J. E. SuNNAFRANK Wreckmastcr 

D. C. Thomas Road Engineer 

Truman Murphy Operator 

Thos. Tull Shop Inspector 

C. W. Lewis Machinist 

G. E. Wharff Agent, Portsmouth, O. 

C. H. R. Howe Master Carpenter 

L. H. SiMONDS Claim Agent 

J. B. Vance Relief Agent 

J. W. Starkey Road Fireman 

F. S. Bean Agent, Athens, O. 

Dfi P. S. Lansh>ale Medical Examiner 

F. F. Eichenlaub, chief clerk to division 
engineer, and wife have returned from an ex- 
tensive trip through Colorado. 

J. T. Caldwell, time clerk at Chillicothe, 
together with his mother, spent a short 
vacation with relatives in Pittsburgh. 

Robert Erdman, night clerk to night chief 
dispatcher, has resigned his position in order 
to attend college at Marietta. Alfred Rardin 
is the new night clerk, 

Thomas "Woodrow" Wilson, messenger, has 
been promoted to yard clerk. 

And someone said "There is no such thing 
as luck." L. A. Pausch, well known super- 
visor on the Ohio Division, some time ago lost 
a valuable diamond ring. After searching 
everywhere for the ring, he gave it up as lost. 
The other day while standing out in his yard at 
Leesburg, watching his chickens, of which he 
has a large number, he noticed one hen scratch- 
ing with a little more than ordinary zeal in one 
of his flower beds. Said Mr. Pausch ''Old hen, 
if you want to do something, scratch out my 
ring." Biddy immediately proceeded to do as 
he commanded, gave two or three more ex- 
uberant scratches, and out rolled the ring. ,Can 
you beat it .' 





Correspondent, O. E. Henderson, Conductor 
Seymour, Ind. 

J. C. Hagerty Superintendent, Seymour 

G. S. Cameron Assistant Superintendent, Cincinnati 

C. A. Plumly Trainmaster. Seymour 

S. U. Hooper Trainmaster, Seymour 

S. A. Rogers Road Foreman of lOn^ines, Seymour 

John P\ge Division Operator, Seymour 

T. J. EwiNQ Relief Am-nt , Seymour 

Dr. G. R. Gaver Medical Examiner, Cincinnati 

Dr. J. P. Sellman Medical Examiner, WasiiinKton 

J. E. O'DoM Special Aeent, Cincinnati 

P. T. HouAN General Foreman, Cincinnati 

C. B. Coleman Foreman C. R., Seymour 

G. F. Craig Inspector. Cincinnati 

W. J. Russell Boilermaker, Cincinnat i 

H. A. Cassil Division Engineer, Seymour 

W. H. Howe Master Carpenter, Seymour 

D. Cassin Supervisor, North Vernon 

T. L. Cannon Signal Supervisor, Milan 

Fred Heidecker Track Foreman, Nebraska 

O. E. Henderson Conductor, Seymour 

G. B. Craig Engineer, Youngstown 

L. C. Barnett Fireman, Seymour 

Chas. Fox Passenger Brakeman. Cincinnati 

W. E. Hyatt Yardmaster, Seymour 

J. M. McKenna Yard Conductor, Cincinnati 

C. H. Long Yard Conductor, North Vernon 

C. E. Markle Yard Engineer, Cincinnati 

C. E. Fish Agent , Cincinnati 

J. E. Sands Agent, Ixjuisville 

E. Massman Agent, Seymour 

J. B. Piirkhiser was appointed trainmaster of 
the Cincinnati Sub-Division and the Louisville 
Sub-Divi,sion, vice C. A. Plumly, transferred, 
effective September 26th. 

On the same day E. J. Lampert was appointed 
terminal trainmaster of the Cincinnati Termi- 
nals of the Indiana Division, with hcadciuartors 
at Cincinnati, vice J. B. Purkhiser, transferred. 

Engineer R. J. Conley, who has been at 
Rockville, Ind., hospital for the past year, has 
gone to New Mexico, accompanied by his 
wife. Mr. Conley's many friends here are 
hoping that the climatic change will restore 
his lost health. 

Chief dispatcher' H. S. Smith has resumed 
his duties after a fifteen day vacation. During 
his absence night chief G. V. Copelandj filled 
his place as day chief, and dispatcher J. H. 
Deman filled Mr. Copeland's position. 

The following operators have resumed work 
after their vacations, which were spent in 
various places: Agent Molett, of Rivervule; 
Mrs. L. M. Montgomery, of Loogootec; D. E. 
Carter, of Osgood; C. E. Holland, of Hvuon; 
Mrs. C. A. Pollock and W. H. Elanegan, of 
Storrs; J. R. Young, of Cochran; S. F, Beaty, of 
Milan; John Mathers, of Mitchell; J. Doran, of 
Milan. Operators Mathers and Doran went 
west as far as Cheyenne and Salt Lake City. 

Operators E. M. Fitzgib^>on, of Mitchell, and 
F. M. Burdette have been off duty on account 
of illness. 

Road foreman of engines S. A. Rogers has 
returned from a visit to his old home in Ver- 
mont, and is now attending a convention in 
Chicago of R. F. of E. 

Conductor J. M, Allen and his wife have re- 
turned from a visit with relatives in Dos 
Moines, Iowa. 

If lHas Money 

But it's difTerent with the untraitied 
man. He often finds the pocketbook 
empty with the landlord, grocer, butcher, 
and baker clamoring for their money. 

It's a serious problem — this big spendinjj; 
and little earning. But if you go about it 
right you can easily learn how to earn far 
more than you spend. 

The only difference between YOU and 
the man who earns a biff salary is 
training SPECIA L TRA INING - 
and this you can easily acquire through 
the practical home-study courses of the 
International Correspondence Schools 

You don't have to leave home or give up your 
position. The I.C.S. have trained thousands of men 
for better jobs right in their mvn homes after %vork- 
ing hours. They can do the same for YOU. 

Just mark and mail the attached coupon. And 
the I.C.S. will show you how they can make you an 
expert in the line of work you want to follow. 

A Mark and Mail the Coupon— TOD A Y 

International Correspondence School* 
Box 1088. ScrantoQ. Pa. 

Explain, without any ()t)liK.iti<)n on my p.irt. hnw I 
qualify fur the (xisition before which I mark X. 

Locomotive Engineer 

Mechanical F.ngineer 

Air-Brake Inspector 

Mechanical Draftsman 

Air-Brake Repairman 

Civil Engineer 

General Foreman 


R. R. Shop Foreman 

Concrete Construction 

R. R. Traveiins Eng. 

Automobile Running 

R. R. Travel's Fireman 

Plumbing & Steam Fittg 

R. R. Construction Eng. 

Mining Engineer 

Agency Accounting 

Bridge Ejigineer 

Gen. Office Accounting 




Electrical Engineer 



St. and No.. 


Ptesent Occapation 

Employed by . R.R. i 

Please men (ion this magazine 



Locomotive department— south Chicago shops 

Five men in this group have been with the Company in this place over 25 years. George Weller began work with the 
Company 40 years ago and has been in continuous service 32 years. 


Correspondent, G. A. Bowers 

J. J. Gallagher, popular relief clerk of the 
Cincinnati Terminals, will take unto himself in 
the very near future, a wife, in the person of 
Miss Margaret Maloney, of Elmwood Place. 
Mr. Gallagher has not as yet revealed the date 
of the marriage, and as soon as he puts the boys 
next, they will arrange for a grand trip up Mill 

8 months old baby of Shop Clerk E. F. Sheets of Flora 


Correspondent, C. F. White, Dispatcher 
Flora, IlL 


E. W. Sheer Superintendent, Chairman 

C. G. Stevens Trainmaster, Flora, III. 

C. W. Potter Trainmaster, Flora, 111. 

H. R. Gibson Division Engineer, Flora, 111. 

J. A. TscHUOR Division Engineer, Flora, 111. 

E. A. Hunt Shop Inspector, Shops, Ind. 

R. C. Mitchell Relief Agent, Flora, 111. 

G. H. Singer Agent, East St. Louis, 111. 

C. S. Mitchell Agent, Flora, 111. 

T. T. Long Agent, Springfield, 111. 

M. A. Rush Agent, Beardstown, 111. 

W. C. Kelly Agent, Vincennes, Ind. 

C. B. Kellar Agent, Washington, Ind. 

H. H. Bryan Conductor, Washington, Ind, 

H. T. Clark Engineer, Washington, Ind. 

John Price Engineer, Flora, 111. 

C. R. Bradford Claim Agent, Springfield, 111. 

Dr. W. D. Stevenson.. Medical Examiner, East St. Louis, 111. 
H. O. Pipher Yard Foreman, Shops, Ind. 

D. Costello Yard Foreman, Vincennes, Ind. 

J. C.Laws General Yardmaster, Flora, 111. 

W. W. McNally Yard Fireman, Cone, 111. 

A. Miller Yard Foreman, Springfield, 111. 

W. C. DiETZ General Foreman, Flora, 111. 

H. E. Orr Master Carpenter, Flora, 111. 

C. D. Russell Division Operator, Flora, 111. 

C. S. Whitmore Signal Supervisor, Flora, 111. 

W. G. Burns Supervisor, Vincennes, Ind. 

F. Wyatt Supervisor, Flora, 111. 

B. O'Brien Supervisor, Cone, HI. 

W. Cook Supervisor, Springfield, 111. 

R. H. Marquart Car Foreman, Cone, 111. 

H. C. Aikman Car Foreman, Shops, Ind. 

W. E. Ross Tool Room Foreman, Shops, Ind. 

H. C. Thrasher Machinist, Flora, 111. 

W. Platz Brakeman, Washington, Ind. 


Daughter of Engineer W. ^ 

Gillette, Illinois Division 


Nijilit yardinas- 
tcf N. Murray, at 
I'lora. lias rcsif^ncd 
to take liis place as 
coiuluctor. Yard 

torcnum Ed Coil is 
filling the vacancy. 

Road foreman of 
(Mifiincs F. Ilodapp, 
chief dork F. A. 
Conloy and night 
chief dispatcher ,1. 
W. Oduni have all 
r(>turned from their 
vacations. j\I r . 

Ilodapp has lots of 
(>vi(lence in t h e 
way of photograi)hs 
to show he had some 
good fishing. 

Operator E. C. 
Rice, Olney, 111., re- 

reports the arrival of an eleven pound boy. 

Operator R. H. Rogers, of Lebanon, landed 
third trick at Flora on bulletin and has moved 
to Flora. 

Hi?ht — Traveling Timekeeper 

Left— C. T. Tiniekcw».er 

"Education precedes progress.' 

"Reading is to the mind what 
exercise is to the body." 

MACA/INi: 10.: 

Let Me Show You 
How To Earn 


I want to show you the 
wonderful opportunities 
open to you and how easy 
it i3 to fit yourself at home 
to earn a big salary right 
from the start, as a 


Today every day— always— thtro arc L.^' IJayiiiK po- 
sitions open lor tliu K.xpcrt Draftsman, with my traiiiinis'. 
The demaiid for Dral'tamen txceod.s the supply and is con- 
stantly increasing. Never before have salaries been so 
high— never before such splendid t)[:portunitie3 for ad- 
vancement. In this grand profes.Mon you can bicomo 
independent— you need never be without lucrative em- 
ployment— and if you have ambitition to go into bu.^iness 
for yourself, a knowledge of Drat'tinK opens the way for 
you to do so with little or no capital. 

For many years I have been a practical, hiKh-salaried 
Draftsman and DosJKniT. Because of the tlnrouuh 
instruction I received and the many years of practical 
experience I have had, I claim to be the best qualified 
e.xpert in the United States to instruct others in Drafts- 
manship. I want you to send nie your name on a postal 
card or send coupon below and I will tell you rll about 
this fascinating and profitable profession. I'll show you 
how, during your spare time, I will quickly and easily 
train you in this work so thrt you will be qualified to 
hold a position paying from $iOO to $300 a month. No 
previous experience necessary. 

Smallest, Easiest Payments 
Special Tuition Offer! 

For a short time only I offer my personal instructions 
at such small, easy payments that anyone, no matter how 
small his income, can now become an Expert Draftsman. 
As an Extra Special inducement for prompt enrollment 
I am offering a $25.00 Tuition Credit, but I must withdraw 
this offer before long. It means a grand opportunity for 
you if you act quick. 

If vou enroll in the next thirty days I 
will give you al)solutely Free, this 
magnificent setof Draftsman's Draw- 
ing Instruments, valued at ?17. 50. Hut you must act at 
once to get it Free. Just mail coupon below and I will 
send you, Free, the most complete and clearest Book on 
Drafting ever i)ublished and lull particulars of my won- 
derful proposition, 

CHIEF ENGINEER, Chicago Engineering Works 
418 Cass Street, Chicago, 111. 



Chief Engineer, 418 Cass St., Chicago, III. 

Dear Sir: Sen<l me your l)ook, "The Road to Succ 
and full particulars of your limited utler. 

— .V. C. R. Weekly. 

Please mention this magazine 



fr: -f. 


While the boys in the picture are not all base- 
ball players they are hitting the ball on our 
freight trains. 

Top row: F. M. Sheetz, C. A. Jackson, J. I. 
Higgins, W. F. Caldwell, J. F. Grannon and F. 
M. Tucker. 

Bottom row: C. M. Singleton, L. R. Ruby 
and G. C. Edmiston. 

Dispatcher L. R. Thomas, who is one of the 
"old home boys," and is now working for the 
C. H. & D. at Indianapolis, Ind., dropped off 
at Flora few days ago shaking hands with old 

Ex-safety committeeman conductor, C. E. 
Hendricks holds two records, that of being the 
shortest conductor (in stature) and that of n)0v- 
ing the largest trains on the Springfield Sub- 


Switchtender John Morris of Vandalia Cross- 
ing, East St. Louis, was born in New York City, 
July 4th, 1847. He served one year in the Union 
Army, being mustered out on March 16th, 1866. 

He entered the service of the O. & M. at 
East St, Louis in March, 1870, as a brakeman 
and continued in that capacity until May 23rd, 
1873, on which date he had the misfortune to 
loose his arm in an accident at Sumner, 111. 
He was then made crossing watchman at Vin- 
cennes, later being transferred to East St. 
Louis to the position he now holds. The fol- 
lowing verses were written by switchman Wm. 
M. Clavin, East St. Louis to him: 



A little red shack built close to the track, 

With a window in either end, 
A little red door and ten feet of floor, 

And plenty of switches to tend. 
A little old man wdth only one hand 

And a little old pipe made of clay. 
And a little old smile from old Erin's Isle 

He's a happy old fellow all day. 

In that little old shack built close to the^^track 

Lurk memories of bygone years, 
When youth in its prime was all summer time 

Now gone among sorrow and tears. 
When this little man with only one hand 

In the days of the old link and pin, 
While coupling up cars, was caught in the bars 

And the cruel hand of Fate turned himjn. 

In that little old shack, turn life's pages back 

When youth, strength and health looked 
Since those balmy days, the future's bright rays 

Have changed like the hair on his head. 
As he sits there tonight in the glare of the light 

That shines through the little stove door, 
You can easily trace by the lines on his face 

The sadness and gladness of yore. 

Till': nAi/riMoin: and oiiio i:.mim.()\ i:s m\(.\zim 




75c Value You Sell it 
for Only 50c. 

Sell 25 Boxes of 
This Soap and 
Earn This 
Fine Uphol- 
stered Rocker 


WE will send this fine 
Rocker and 25 boxes 
of our Big Bargain seven 
(7) Bar Box of Assorted Toilet 
Soap to any responsible person, 
on thirty days' credit, Don't send 
any money unless you want to — 
just fill out the Coupon belov/ — 
give names of two reliable bus- 
iness men of your town as refer ■ 
ences, and if satisfactory we wil 
ship Soap and Rocker at once. 

You sell this Soap at 50c a box, send 
us S12.50 when it is sold, and you have 
the Rocker as your reward. 

Soap Easy to Sell 

Anyone can quickly sell twenty- five 
boxes of this high grade Toikt Soap. 
Boys and girls can easily earn this 
Rocki" by selling Soap after school. 
Friends and neighbors will be glad to 
buy because of the big value, 

Eve-ybody knows that Crofts & Reed's 
Products are of high quality. We have 
been making GOOD goods for twenty- 
six year? People everywhere want 
Crofts & Reed's Soap. You will be sur- 
prised how easy you can earn 
this handsome Kocker. Remem- 
ber, you take no risk— we take 
ever>thing back at our expense 
if you are not perfectly satis- 


Dept. A.^l CHICAGO 

Description of 
Rocker No. 901 74 

Frame of solid 
Oak Golden Oak 
finish ; front posts 
and arras 4 inches 
wide ; 8 3-4 i n c h 
square fillers under 
arms; seat measures 
21x20 inches; sjprinjf 
construction. Rock- 
er upholstered in 
best black imitation 
leather; back 27 
inches high from 

Mrs. Hazel Thomas, 
Missouri, writes: 

"I have no trouble in 
going into any home 
and getting an order 
goods. I have just so'.d 
a $26.00 order with not 
one complaint." 


'^■^-t^jjlj^^' (209) 

CROFTS & REED CO., Dept. A- 511 Chicago 

Plea.'=e ship to my address 2.5 7-bar Boxes of As.^ortpd Soap and Rocker No W74 
I wi!l pny the freight and agree to sell the soap at 60c a box and send you JU.SO 
within 30 days. 

Address 1 

Post Office 



. . Business 


. . Business 

Mrs. Cora White. Brownsville. Ohio, writes: 

I enclose $10 to pay for the 20 boxes of soap that I 
recently sold to earn my rocker. 1 have had very good 
success selling the soap, as everyone likes it very much. 

Mrs. Hairy Miller. Hooversville. Pa , writes: 

I received my soap and rocker on the 24th of last 
month, and I am well pleased with the rocker, and the 

people that bought the soap were very well pleased. 
I sold the soap in a half day, so you see it sold good. 

Mrs. Hettie Ewing, Watonga, Okia , writes: 

Received my chair and the toilet soap on the 26th. 
and wish to thank you very much for the chair. I 
think it is fine. .-Mso the toilet soap is nice. I had no 
trouble in selling it. Enclosed find money order. 

Please mention this magazine 



When you come along and the switches are 

And the lights all around you are red, 
Don't curse and abuse, don't shout and misuse, 

Have respect for that weary grey head. 
For that little man with only qne hand 

May soon pass away from your view, 
And the cruel hand of Fate may not hesitate 

To make a switchtender of you. 


Correspondent, H. W. Brant, Division 

Operator, Dayton, Ohio 


F. B. Mitchell Superintendent, Chairman, Dayton, O. 

F. J. Parrish Division Engineer, Dayton, O. 

M. S. Koop Trainmaster, Dayton, O. 

G. E. Reel Trainmaster, Lima, O. 

C. W. Havens Assistant Trainmaster, Dayton, O. 

H. W. Brant Division Operator, Dayton, O. 

M. P. Hoban Road Foreman of Engines, Dayton, O. 

W. B. KiLGORE Road Foreman of Engines, Lima, O. 

W. D. Johnson Master Mechanic, Ivorydale, O. 

J. R. Casad Claim Agent, Dayton, O. 

John Sullivan Supervisor M. of W., Lima, O. 

Wm. O'Brien Supervisor M. of W., Rossford, O. 

Edw. Ledger Supervisor M. of W., Dayton, O. 

G. W. Thomas Master Carpenter, Rossford, O. 

G. W. Kydd Signal Supervisor, Wyoming, O. 

F. S. Thompson, M. D Company Surgeon, Dayton, O. 

Wm. Ryan, M. D Company Surgeon, Dayton, O. 

R. B. Mann Toledo, O. 

L. F. HocKETT Agent, Dayton, O. 

E. F. Maley Agent, Piqua, O. 

W. J. Kroger Relief Agent, Piqua, O. 

J. C. Mullen Agent, Toledo, O. 

J. C. Stipp Agent, Lima, O. 

W. A. Ireland Depot Master, Dayton, O. 

W. H. Sites Road Engineer, Lima, O. 

F. E. Moore Road Engineer, Lima, O. 

H. B. Smith Road Conductor, Lima. O. 

W. J. Simmons Road Conductoe, Lima, O. 

Ed. Rice Yard Conductor, Dayton, O. 

Carl Koch Shopman, Lima, O. 

John Riley Shopman, Dayton, O. 

H. B. Cook Shopman, Rossford, O. 

John Ryan Track Foreman, Middletown, O. 

J. R. Filers Track Foreman, Sidney, O. 

E. L. Kelly Assistant Yardmaster, Rossford, O. 

A. C. Bushwaw Clerk, Secretary, Dayton, O. 

C. L. Brevoort . Terminal Superintendent, Cincinnati, O. 
H. B. Fitzpatrick . Terminal Trainmaster, Cincinnati, O. 



Wt_ *-^^^fc 

C. M. Hitch General Car Inspector, Cincinnati, O. 

E. C. Skinner Agent, Cincinnati, O. 

R. Archer Supervisor M. of W., Cincinnati, O. 

S. O. Mygatt Depot Master, Cincinnati, O. 

F. S. De Camp Claim Agent, Cincinnati, O. 

R. E. McKenna Yard Foreman, Ivorydale, O. 

A. Gronbach Yard Foreman, Hamilton, O. 

Wm. Rosche _ Machinist, Ivorydale, O. 



M. S. Kopp, whose picture is shown here, was 
born in Pittsburgh, Pa., October 30th, 1874. 
His parents later located at Cincinnati, Ohio, 
where he attended public school. He began his 
railway work with the C. H. & D. R'y as office 
boy in the superintendent's office at Cincinnati 
in November, 1890. Taking advantage of his 
spare time, he became a studentof telegraphy, 
was given a clerical position in June, 1891, and 
made operator and relief agent in December, 
1891. On April 10th, 1896, he was brought into 
chief dispatcher's office as copy operator and 
extra dispatcher and promoted to a regular 
trick four months later, working in this capacity 
until May, 1909, when he was appointed chief 
dispatcher. In December, 1910, he was ap- 
pointed assistant trainmaster, and in February, 
1914, was made trainmaster. 

"Maxie," as the trainmen know him, has 
proved that his policy of ''action, up and going 
at all times," his dealing with his men, par- 
ticularly in matters involving failure to obey 
rules or carry out instructions and his heart-to- 
heart talks with the men, have made for him 
many loyal followers, and won for him the pro- 
motion to trainmaster from that of office boy. 

Our esteemed friend "Doc" Holmes sent us 
the following Lima shop notes: 

John Brown and family spent ten days at 
Cincinnati, where they took in the reunion of 
the Stein family. 

Don (John Bunny) Kelty, machinist, has 
moved his family from Bellefontaine to Lima. 
Welcome to our city. 

Pat Finn, chief inspector at Lima, not getting 
the proper "Honorable Mention" in Mr. 
Murphy's day book, we believe John Hanifin 
entered into a conspiracy to take away from 
him his right as "the first Safety First man." 






* ♦ ^ ( '^ ■ ) (5c % 

7 8 9 ^0^ $ AM 

Q W E R T Y U I O P 
> D F G H J h. L 





Examine carefull\' tlu- l^e.\l)oar(l sliown alM)\t — • 
it is our famous Fox Tt'le^rapliers' Keyboarrl. It 
has 44 keys, writing SS characters, with a stanihii'd 
arrangement of the regular letters, numerals, pun - 
tuation, etc., but witli a number of additional 
characters, absolutely necessary in tlie work of 
the telegrapher, and not obtainable on other type- 
writers. On tiiese extia kevs we give \ou "AM" 
and "PM", "B/L" and "W/ B". We can. if wante 1, 
give y<ni "No." in place of the fraction '4 an,l 
your personal "sine" in place of the fraction Va- 
Tliis requires the making of a speiial type die- 
costing us $3.00 to engrave — and we cannot, there- 
fore, furnish this type on a trial typewriter. If 
$in.00 or more casli accompanies order we will sup- 
ply this special type free. Tlie ordinary typewriter 
will not meet tlie reciuirements of tiie telegrajili 
operator. The Fox Visible Typewriter. Model No. 
24, is the ideal "Operator's Mill." It is fully visi- 
ble, has tlie lightest touch and easiest action of 
any typewriter in the world, makes almost no 
noise and is built to give a lifetime of service and 
satisfaction. Carriages are interchangeable and 
any length can be had with the typewritt^r, or 
procured later, and the cliange from one cari'iage 
to the other can be made in two minutes, or less. 
Write us just wliat is wanted: A typewriter for wire work, for billing, or for general us*'. 
Tell us tile length of carriage needed, style of type preferred, and kind of keyboar<l wantci. 
and we will make you a big, special, mid-summer, dull-season, war-time, introductory proposi- 
tion on absolutely new stock, straight from our factory, and you can pay us for it, if i)ur- 
chased, after trial, either in all cash or a little down, whatever you can spare, and thf 
balance monthly. IMention the B. & O. Employes' Magazine. 


Has Every Feature Found in Any Standard Typewriter Ever Advertised in 
the B. & 0. Magazine and a Number of Exclusive Features of Its Own. 


Fox Typewriter Co. 

1010-1060 Front Ave., Grand Rapids, Mich. 


Name . . . 


I'Unsi imnlion this iiKUja'^iin 



The genial Gym found time enough between 
drags to spend a couple of hours with his old 
friends at Columbus. 

Joe Morgan took his mother with him on his 
western trip, visiting Pike's Peak and other 
points of interest. 

Eddie Hej'man, operator at Tontogany, is 
building a new home, and we understand that 
he will spend his vacation in supervising the 

We are all grieved to learn of the death of 
baggagemaster Wm. Olney at Cincinnati, Sep- 
tember 6th, Mr. Olney entered the service of 
the C. H. & D. R'y October 1st, 1877, as freight 
brakeman, and was made baggagemaster 
November 1st, 1882, working in this capacity 
until the time of his death. 


Correspondent, L. E. Fenner, Chief Clerk 
Dayton, Ohio 


M. V. Hynes Superintendent, Chairman 

A. A. Iams Trainmaster 

H. G. Snyder Division Engineer 

C. Greisheimer Master Carpenter 

G. A. RuGMAX Supervisor 

S. J. PiNKERTOx Supervisor 

S. M. Baker Supervisor 

E. F. McCafferty Division Foreman 

R. O'Neil General Car Foreman 

F. M. Drake Relief Agent 

C H. Rauck Agent 

E. M. Joxes Yard Conductor 

J. M. GixAx Conductor 

B. F. Shelton Fireman 

T. G. HoBAN Engineer 

L. H. SiMOXDS Claim Agent 

F. S. Thompson Company Surgeon 

J. J. FiTZMARTiN Division Operator 

E. B. Childs Stationary Engineer 

I. N. Long Section Foreman 

E. Blake Section Foreman 

H. D. Spohx Brakeman 


Correspondent, Roy Powell, SuperintendenV s 



R. B. White Chairman 

F. M. Conner Trainmaster 

E. C. Sappenfield Trainmaster 

H. F. Passel Division Engineer 

J. T. Clemmons Supervisor 

E. Boas Master Mechanic 

E. I. Partlow Road Foreman of Engines 

D. J. CuRRAN Agent, Indianapolis 

E. A. McGuiRE Claim Agent 

J. B. Fisher Engineer 

S.I. BicKERTON Fireman 

V. P. Tague General Car Foreman 

J. L. Graef Agent, Connersville 

Wm. Morgan Conductor 

T. L. Haddex Yard Conductor 

J. A. Mercer Brakeman 

R . S. Powers Machinist 

H. G. Hogan Machinist 

Moorefield shop reports the marriage of Pliny 
Miller, mechanic, to Miss Eertha Hopkins, 
Indianapolis, Ind., on August 25th. 

This same shop seems to be getting the 
marriage habit, as the wedding of William B. 
Conner, fireman at the Stationary plant, is also 
reported for the near future. Mr. Conner is 
rather reticent about the matter, but as the 
bride-to-be has fixed the time, it seems that 
he will only have to be present to make the 
rumor a fact. 

Machinist H. C. Hogan, of the Divisional 
Safety Committee, has been promoted to the 
position of assistant roundhouse foreman, 
Moorefield shop, and as his new duties will re- 
quire his entire attention, assistant boiler fore- 
man A. R. Heck has been placed on the Com- 
mittee in his stead. 

Agent O. L. Akins, of Mt. Auburn, has been 
granted a leave of absence, during which he will 
attend a class in advance photography in a 
school at Effingham, 111., with his son, who has 
taken up this line of work. 

The track elevation matter at Indianapolis 
again shows signs of life, as contractors have 
started work on the elimination of Pogue's 
Run, which has been one of the big engineering 
problems connected with this work. 

The scarcity of water on the Springfield 
Division and the Ohio River Branch this sum- 
mer has emphasized the necessity of an ade- 
quate water supply at some central point, and 
the maintenance of way department now has the 
work on a wide and deep well at Hunie imder 
way. This well will be twenty feet in diameter, 
and the prospects are that it will be more than 
three himdred feet deep. If they strike a good 
supply of water, it will solve the water ques- 
tion in this territory and prevent the necessity 
of hauling water, as we have been doing for 
the past two summers. 


Correspondent, George Dixon, Chief Clerk 


H. R. Laughlin Chairman 

A. W. White Engineer Maintenance of Way Department 

D. W. Blankenship Sestion Foreman 

C. C. Lough General Foreman 

S. H. Johnson Engineer 

E. Cassidy Fireman 

J. M. MooRE Conductor 


WITH the vacation season over an unusually large number of divisional 
notes with photographs are being sent to the editor. If certain items 
submitted do not appear, employes will understand that it is because of 
lack of space. We try to select the most interesting notes and to give our 
readers the benefit of information which we think will appeal to the greatest 
number of them. 


Tin: HAi/riMoKi: and ohio kmi'lovi.s macazim 


The only Work of Its Kind 
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ERE'S an interesting and splendidly illustrated set of 
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This is a standard, authoritative work, -\\Titten by such men as Prof. O. 

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ims is a scanaara, aurnoriraTive worK, -\\Tiiien oy sucn men as i^roi. u. i. .Mason, 
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A Magnificent Gallery of Women of All Lands. A History of Woman. 

A Thrilling Library of Travel. Customs of Marriage and LoYe=Making 

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never before used. These photo.<^rai)hs were bnm.irlit I'roiu evrry j^air <'i 
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costumes shown in this set will disappear, auvl 
the value of the work in the years to come 
can hardly be exaggerated. Address 

Funk & Wagnalls Company 

354-360 Fourth Ave., New York 






Fourth Avenue 

New York 

A work unique in every 

Poblishert of the " New Staadard 
Dictionarr " 

<;entlrnnii: I iikI'im- 
$1 (H). I'lt-asf 8fiul iiu'. 
all cliartif.s prt-paid. for 
five days" fr«'t' examination, 
onecoinplfte srl of "' Woiiu-n 
of All Nations." If 8:iti(»farto- 
ry, I atrree to i)ay you $I.(M) per 
month tliiTeafter until tin- price. 
$15 ."V) has been paid. If not satisfac- 
tory. I will notify you and you are to 
refund my money. (R. & O. Employes 


Plcaae mention this magazine 




The superb reproducing 
tone of the Columbia Grafonola 
makes it the supreme musical instru 
ment. Because of its fidelity, richness and 
naturalness, Ysave, the world's supreme 
master of the violin has perpetuated the 
marvellous purity of the Ysaye tone 
exclusively on Columbia Records. And 
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All Ysaye records are Cjlumbia Records 
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easy terms of payments may be arranged. 



Box J418 Wool worth Building - New York 

Toronto: 365-367 Sorauren Ave. Prices in Canada Plu; Duty 

Dealers wanted where we are not actively represented. 
Write for particulars. 
















II. IjI I 



Cnhmhia Grafonola 
"Leader." Price $75 
Easy terms. Others 
from $25 to $500. 

Please mention this magazine 

Baltimore AND Ohio 
Employes Magazine 




Found iSiithful - after 
ten years exposure 

A remarkable story of Elgin dura- 
bility comes from Oklahoma, and is 
vouched for by a lawyer of that state. 

'In 1904 I was United States Attorney for 
the Central District of Indian Territory and 
prosecuted one . . . . f or a murder alleged 
to have been committed in the Kiamitia Moun- 
tains in the old Choctaw Nation, Indian Terri- 
tory, some ten years prior to the date of the 

The body of the deceased was found in the 
mountains ten years after he was killed, and 
was certainly identified by the remains of a 
gun marked for identification, some marked 
coins, and a certain Elgin watch carried by 
the deceased. Although the watch had lain 
by the skeleton in the mountain, exposed to the 
sunshine, rain, sleet and snow, for ten years,, 
when it was discovered and picked up it began 
running and clicking off the time as perfectly 
as though it had been wound the day before." 

Ten years of exposure to the ele- 
ments, yet unharmed ! What a gruel- 
ling test for such a delicate piece of 
mechanism ! What a convincing proof 
that lifelong service may be expected 
of Elgin W^atches! 

Elgin Railroad 

B. W. RAYMOND Model, 19, 21, 23 
jewels. With or without Winding Indicator. 
Built especially for the wear and tear and 
the bumps and jars of a railroad man's life. 

Ask your Elgineer — your local jeiveler — to shonv 
you Elgin models. Booklet sent on request. 


Please mention this magazine. 


Made and worn by three generations. 

Never too 
young to begin a 
good habit, son. Your 
father has worn overalls made 
of STIFEL INDIGO for 25 
years. Your grandfather and 
great-grandfather have worn 

them from boyhood up. Strength in every fibre, they're 
true blue all through. 

This is the sign of the cloth that wears the 
longest and is easy to wash and iron 

Look for it on the back of the goods, on the mside of your overalls 


J. L. STIFEL & SONS, Indigo Dyers and Printers 





- - - ?.r^(y?r^2 Church Street 

- 223 \\ est Jackson Boulevard 

SAN FRANCISCO. Poc'al Telearaph Bui'din-4 
TORONTO ... - 14 Manchester Building 


Please mention this magazine 


Thanksgiving in 

Your Own or I 
Your Landlord's ! 


REAL ESTATE doesn't necessarily make a Real Thanks- 
giving, but it comes a lot closer to it than a batch of rent 

^ Your wife, mother, sister, children — how much more thank- 
ful they w^ould be under a roof they could call " their own," 
a guarantee of comfort and content against the coming years. 
^ Determine now that next Thanksgiving will see you in your 
own home. Make your rent receipts pay for it. You can do 
it through the Relief Department. Write Department *'S" 
today. They will tell you how. 





Baltimore, Md. 



We cordially invite all employes to inspect carefully 
the advertising now appearing in our Magazine. 
It is our purpose to offer only such things as will 
legitimately appeal to the rank and file of our readers. All advertising will be rigidly examined before insertion 
so that there may be no question about its standard. No liquor or other objectionable advertising will be accepted 



$44.80 per page, each insertion; 20 cents per agate line (fourteen agate lines to an 

inch). Width of column, 16 ems or 2'i inches 

Rates for covers, extra colors and preferred positions will be supplied on request 

ROBERT M. VAN SANT, Advertising Manager THOS. H. MacRAE, Western Represenfcafttve 

Railway Exchange Building 

Camden Station 

Baltimore, Md. 

Chicago, 111. 

The"SANITARY" ERASER includes 
an adjustable meta Holder, 3 i. ch s long 
by ^2 inch wide, and a strip of Rubhei I s 
inch thick , o' a widih and length nearly that 
of the Holder. 

Two Rubbers of best quality are made, one 
for lypfwritfr and Ink, one for Pencil. 
IheseR bbers last six months to a year, 
the Holder a lifetime. 

By sUgbt pressure, at the loop end, dean 
rubber is fed d wn urtil used. Its narrow 
edge allows a letter or line to be erased with- 
out injuring zinother. 
WeU Made — Easy To Operate — They Always Work 
EVERYBODY should have this NEW ERASER 
Price W each. Refills 5^ each. All Stationers. 

By mail 2^ extra — State v/hether Typewriter or Pencil. 
Booklets of our "O.K." Paper Fasteners, Letter Openers & Erasers 


The 0. K. Manufacturing Co., Syracuse. N. Y., U.S.A. 

I^^Safety First! 

Ill Safety first, last and always from tobacco 
111 troubles. Economy, health, satisfaction, insured by 
a tobacco that is nothing but tobacco — 

Whole Leaf Kentucky Tobacco 

(Smoking- or Chewing) 
Aged and mellowed by nature; no adulturatlon, artl" 
ficial coloring or sweetening. Just tobacco, pure 
and wholesome, and at % the price of the ordinary 
kind. Direct from the hickory sticks in the curing 
house to you by parcel post. 

2 lbs. of big, golden brown leaves $1.00 

Write today, money order, stamps, dollar bill. 

Louisville, Ky. 

3107 Dumesnil Street 

Please mention this magazine 

Norman Bruce Ream — A Director of the Baltimore & Ohio 
The Baltimore & Ohio Railroad Company — Its Charter and 

Early Development A. Hunter Boyd. Jr. 7 

By Right of Possession Edgar White 1 1 

Employes Magazine Suspends Publication 17 

Why The Dog Howls^A Poem Berton Braley 1 

The Reins to Them Who Can Drive Howard Elliott 19 

Exhausts 25 

A History of the Martinsburg Shop W. L. Stephens 29 

Handling a Bumper Peach Crop J. H. Stewart 35 

Will He Oil Her Up For a Long Run? — Cartoon James Lynch 40 

Glee Club of Baltimore Employes Has Auspicious Beginning 41 

A Good Bulletin 44 

The Panama-Pacific International Exposition. .Hamilton W. Wright 45 

The Cover Picture F J. Angier 5 1 

The New Bascule Bridge Over the Calumet River. Chicago 

Oscar Wacker 52 

A Personal Appreciation of Michael J. Corrigan . . .G. W. Andrews 55 

The Speed Recorder's Job B. H. Anderson 56 

Home Department Edith Henderson 57 

Three National Emblems — Cartoon John J. Mahoney 59 

Editorial 60 

Published monthly at Baltimore. Md , by the employes of the Baltimore 
and Ohio Railroad to promote community of interest and greater efficiency. 
Contributions are welcomed from all employes. Manuscripts and photo- 
graphs will be returned upon request. Please write on one side of sheet only 


Baltimore and Ohio Railroad 

Norman Bruce Ream — A Director 
of the Baltimore & Ohio 

Born and Bred a Farmer Boy, He Becomes 
a Great Financier 

JM born on November 15, 1844, in 
Somerset County, Pennsylvania. 
His fatlier was Levi, and his 
mother Highly (King) Ream. The 
famih^ is one of the oldest in America. 
Of German ancestry on the paternal 
side, the subject of this sketch is de- 
cended from Andrew Ream, who emigrat- 
ed to Pennsylvania in the early part of 
the eighteenth century, and from John 
Ream, who was active in the Revolu- 
tionary War. His mother came of Anglo- 
Scottish stock that had been long settled 
in New Jerse}'. 

He was reared on his father's farm and 
educated in the district schools until 
he was fourteen. He then himself taught 
school for a few months before entering 
the County Normal School. His leisure 
hours at this time were devoted to the 
study and practice of photography. 

Upon the outbreak of the Civil War 
he went to the front with the Eighty-fifth 
Pennsylvania Volunteers and served with 
distinction under McClellan, Butler, 
Grant and other commanders, until he 
was wounded in February, 1864, in an 
engagement near Savannah, Ga. He was 

then honorably discharged with the rank 
of First Lieutenant. 

For al^out a year he served as a clerk 
in a Pennsylvania country store. In 
1866 he removed to Princeton, 111., and 
the following year to Osceola, Iowa. 
In both these places he engaged in a 
general mercantile business. In 1871 he 
went to Chicago, where he had a most 
successful career as a live stock and grain 
commission merchant. He was at this 
time a prominent member of the Chicago 
Board of Trade. In 1885 he became a 
member of the New York Stock Ex- 
change. Inl888hewithdrewfromthecom- 
mission business and has since that time 
been attending to his great real estate, 
street railway, railroad and other interests. 

Mr. Ream organized a syndicate in the 
eighties to erect the Rookery Building, 
which was the first steel frame sky- 
scraper. He was one of the organizers 
of the National Biscuit Company, in 
which he was associated with A. W. 
Green and others; and was active in the 
formation of the United States Steel 
Corporation. He has organized and 
constructed many street railways, electric 
plants and other public utilities. 


He has made his headquarters in New 
York City for many years, and is now 
connected with the following corpora- 
tions: Director of the Baltimore & Ohio 
R. R., vice-president and director of 
the Central Safety Deposit Company, 
the Chicago & Erie R. R. Company, the 
Cincinnati, Hamilton & Dayton R'y 
Company, the Cumberland Corporation, 
the Erie R. R. Company, the First 
National Bank of Chicago, the Franco- 
American Financial Association, the 
Mount Hope Cemetery Association, the 
National Biscuit Company, the Pullman 
Company, the Seaboard Air Line Rail- 
way, The Securities Company, the Sussex 
Realty Company and the United States 
Steel Corporation, and a trustee of the 
New York Trust Company. 

Mr. Ream belongs to the Metropolitan, 
the City Midday, the Automobile Club of 
America,theNewYork Yacht, theNational 
Arts and other clubs and associations. 

He was married on February 19, 1876, 
at Madison, N. Y., to Miss Caroline 
Putnam, a daughter of Dr. John Putnam. 
The couple have six children — four sons 
and two daughters. 

Mr. Ream is one of those pro- 
gressive capitalists who has left his mark 
upon his generation. Physically he is 
cast in heroic mold, standing well over 
six feet, with a massive head set upon 
shoulders of equally massive proportions. 
His splendid physique undoubtedly ac- 
counts in part for his leadership among 
the able men with whom he has been 
associated, yet his presence is far from 
imperious. A kindly face set in a frame 
of thick gray hair smiles a quiet but 
cordial welcome and his eyes light up 
with pleasurable anticipation as you 
enter his office. 

If business surroundings indicate in 
any degree a man's character, perhaps 
we can get some significant impressions 
from a brief visit to his office. It is 
located on the thirteenth floor of a marble 
building at twenty-six Broad Street, 
New York City. A conventional leaded 
glass door, lettered plainly with "Norman 
B. Ream," opens from the corridor into 
an outer room of moderate dimensions 
and froto here it is but a dozen steps into 
the private ofl&ce. Mr. Ream's desk, 

an old fashioned massive mahogany roll 
top, is set right next to a window from 
which a glance will sweep the most 
important financial institutions in the 
new world. On the left is the United 
States Subtreasury, with the Bankers' 
Trust Company and the new home of the 
Morgan banking house on opposite 
corners, while almost next door is the 
Stock Exchange and down the street 
the mart of the curb brokers, hemmed in 
by great buildings which house dozens 
of financial concerns of international 

Around us, however, there is an utter 
lack of the ostentation we are prone to 
associate with the offices of great finan- 
ciers. A plain substantial mahogany 
table is perhaps a trifle crowded by a 
comfortable looking leather sofa, with 
arm chairs to match. On it are several 
atlases and a world chart with movable 
pegs which show the location of the 
world's ships. A large and puzzling 
looking map labeled 'The Cotton Belt" 
leans against a partition, and set on the 
marble mantle over a small fireplace is a 
splendid profile model of the Panama 
Canal. This, with a fine picture of the 
champion America Cup defender yacht 
''Reliance," under full sail, shows that 
Mr. Ream's interest in the sea is not 
altogether commercial. A small book- 
case filled with financial and legal 
volumes is convenient to his desk while 
a framed certificate of membership in the 
Longfellow Memorial Association, and 
autographed portraits of the late J. 
Pierpont Morgan, Commodore Robert 
E. Peary and other men of national note, 
about complete the furnishings. 

Add to these few observations the 
knowledge that Mr. Ream has always 
taken a keen interest in organizations 
to help the other fellow, that, for instance, 
he was one of the founders of the Manual 
Training Schools of Chicago, and it is 
not hard to understand why the sturdy 
characteristics and simple tastes bred 
almost seventy years ago in the boy on 
the farm along the Baltimore & Ohio 
lines in Somerset County, Pennsylvania, 
are still those of the man of whom it is 
said with significant frequency, 

"His word is as good as his bond." 

The Baltimore & Ohio Railroad 

Company— Its Charter and 

Early Development 

By A. Hunter Boyd, Jr 

Assistant General Attorney 

rST as the Constitution of the 
United States, adopted by the 
()ri<2;iual thirteen states, is now 
tlie supreme law of a vast domain 
of forty-eight states and large territorial 
possessions, so the charter of The Balti- 
more and Ohio Railroad Company, a 
road of but 378 miles in length, in effect 
controls the whole Baltimore & Ohio 
System, with its 4,500 miles of line and 
its trains operating in a dozen states. 
There are scores of railroad companies 
comprising the System, companies with 
their own charters and governed in no 
sense legally by the Baltimore & Ohio 
charter, yet after all the parent railroad 
company controls the destinies of all 
its subsidiaries, and the president and 
directors elected under the provisions of 
the old charter in turn appoint the 
officers and men to operate the System. 
Therefore, a brief sketch of the charter 
of The Baltimore and Ohio Railroad 
Company and of the old road constructed 
under it, may be of some interest to the 

In February, 1827, a numl^er of citi- 
zens of Baltimore, Maryland, met to 
consider means of restcring to the City 
of Baltimore a portion of the western 
trade which recently had been diverted 
from it by navigation on northern rivers 
and canals. A committee was appointed 
to investigate the efficiency of railroads 
and the means of conveying heavy 

commodities at small expense. At that 
time there were no railroads of any kind 
in the United States except one in Penn- 
sylvania, which carried coal from the 
Mauch Chunk mines and another small 
one in Massachusetts for the use of 
granite quarries. The committee of seven 
reported the following week, recommend- 
ing the building of a railroad to connect 
Baltimore with the navigable waters of 
the Ohio. This report was unanimously 
approved and resulted in the passage 
by the Legislature of the State of Mary- 
land of ''An Act to incorporate The 
Baltimore and Ohio Rail Road Com- 
panv." The passage of this Act on 
February 28th, 1827, marked the begin- 
ning of railroad construction in America, 
the Baltimore & Ohio })eing the first rail- 
road in the country chartered and con- 
structed to do a general transportation 

Space does not permit any detailed 
review of the charter. It designates 
nine citizens of Baltimore as com- 
missioners for the j:)urpose of receiving 
subscriptions to the capital stock of the 
Company, amounting to §3,000,000 in 
shares of SlOO each, of which 10,000 
shares were reserved for subscription 
by the State of Maryland and 5,000 by 
the City of Baltimore. The charter is 
to be forfeited if 1,000 shares are not 
subscribed within twleve months. Those 
subscribing, comprising the stockholders, 


are authorized to elect twelve directors 
to manage the affairs of the Company, 
which directors are empowered to elect 
a president of the Company. To con- 
tinue the succession of the president 
and directors twelve directors are to be 
chosen annually on the second Monday 
of October in every year in the City of 
Baltimore.* The State of Maryland 
and the City of Baltimore are author- 
ized to appoint one additional director 
for every 2,500 shares of stock owned. 
At the present time, no stock is owned 
by city or state and hence they have 
no representative on the board of direc- 

The president and directors are to 
appoint and determine the compensation 
of ''such officers, engineers, agents or 
servants whatsoever" as they deem 
necessary. They are further empowered 
to increase the capital stock; to borrow 
money; to issue certificates or other 
evidence of loans, and to pledge the 
property of the Company for the pay- 
ment of the same. 

They are invested with all powers 
necessary to the construction and repair 
of a railroad from Baltimore to some 
point on the Ohio River not exceeding 
sixty-six feet wide, with as many sets of 
tracks as they deem necessary; to build 
bridges, fix scales and weights, lay rails 
and secure a right of way by agreement 
or by condemnation. They may con- 
struct lateral railroads in any direction 
whatsoever. Authority is given them 
to purchase ''all machines, wagons, 
vehicles or carriages of any description 
whatsoever" which they may deem 
necessary for the purposes of transporta- 
tion; "and it shall not be lawful for 
any other company or any person or 
persons whatsoever to travel upon or 
use any of the roads of said Company, 
or to transport passengers, merchandise, 
produce or property of any description 
whatsoever along said roads, or any of 
them, without the license or permission 
of the president and directors." 

Rates are authorized as follows: East- 
bound freight, not exceeding one cent 
a ton per mile for toll, three cents a ton 

*Changed to third Monday of October by an Act of 1850. 
and again to the third Monday of November by an Act of 1858. 

per mile for transportation; westbound 
freight, not exceeding three cents a ton 
per mile for toll, three cents a ton per 
mile for transportation. Passengers, not 
exceeding three cents a mile. Increased 
rates were permitted by subsequent 
laws, the Act of 1836 authorizing pas- 
senger rates of six cents per mile. 

It is expressly declared that shares of 
the capital stock shall be exempt from 
the imposition of any tax or burthen 
by the state's assenting to the law. 
Dividends may be declared "of the nett 
profits arising from the resources of the 
said Company after deducting the neces- 
sary current and probable contingent 

Any person wilfully injuring any part 
of the railroad or any of its buildings, 
carriages or machines shall pay to the 
Company 1500, and in addition shall 
be punished by fine and imprisonment. 

The railroad must be commenced 
within two years and finished within the 
State of Maryland within ten years or 
the charter is forfeited. The time for 
completion was extended by subsequent 

Many supplements to the Act of 
incorporation were passed by the Mary- 
land Legislature, some of which will be 
noted later. Confirmatory Acts were 
passed by the States of Virginia and 
Pennsjdvania. The Virginia Act of 
March 8th, 1827, authorized the con- 
struction of the road through that state 
to the Ohio River, with the proviso that 
"said road shall not strike the Ohio at 
a point lower than the mouth of the 
Little Kanawha." Pennsylvania, by its 
Act of February 27th, 1828, assented to 
the construction of the railroad on con- 
dition that a line should be built to 
Pittsburgh from the main line if the latter 
did not terminate at the Ohio in the 
vicinity of Pittsburgh. The railroad did 
not avail itself of the Pennsylvania Act, 
as it was finally determined to strike the 
Ohio at Wheeling, then in the State of 

On July 4, 1828, the cornerstone was 
laid, and soon the work of construction 
was under way. The first division of 
the road was opened for the transporta- 
tion of passengers in May, 1830, from 


l^altiinore to Ellicott's Mills, a distance 
of about fourteen miles. For several 
months horses were the motive power, 
and considerable difiiculty was experi- 
enced in determining what was to be the 
standard motive power of the road. 
Various experiments were made, one 
being a car fitted with sails, the operation 
of which was favorable enough when it 
was desired to go in the same direction 
as the wind, but unfortunately little 
progress could be made in the oj^posite 
direction. A ''horse-power" locomotive 
'(operated by a horse walking on a tread 
mill or endless belt in a car) was used for 
a brief period. This species of motive 
1)0 wer came to a disastrous end when 
(jne day the car ran into a cow with the 
result that the car and its passengers 
rolled do^^Tl an embankment. While not 
recorded in history it is probable that 
this experiment also resulted in the 
presentation of the first ''cow claim" 
against a railroad. 

In August, 1830, the first steam loco- 
motive, the miniature "Tom Thumb," 
was operated on the Baltimore et Ohio. 
Though defeated in its historic race with 
a horse car, the venture was on the whole 
successful, and in a short time steam 
locomotives were used regularly to haul 
the cars. 

In the spring of 1832 the road was 
opened to the Point of Rocks, a distance 
of over sixty miles. In the meantime, 
several Acts affecting the Railroad had 
been passed. One authorized its ex- 
tension within the City of Baltimore City, 
the charter being somewhat ambiguous 
on this point. The Act of 1831 empow- 
ered the Company to contract for the 
carriage of United States mail; to make 
special contracts with any person or 
corporation "for the exclusive use of any 
car or part of a car or wagon on such 
railroad for a limited time or distance;" 
to make charges for receiving, weighing, 
delivering and storing merchandise and 
other freight and for tL^ transportation 
of freight weighing less than 250 ])ounds; 
this Act further authorized the Railroad 
Company to charge twelve and a half 
cents "for taking up and setting down 
any person who shall travel a distance 
not exceeding eight miles, in addition to 

the charge of three cents per mile for the 
conveyance of such person." The Act 
does not specify the method of "taking 
up and setting down." Another Act 
of 1831 authorized the construction by 
the Baltimore cS: Ohio of the Washington 
Branch, from Baltimore to Washington. 

Litigation with the Chesapeake ct Ohio 
Canal Com])any delayed the building of 
the railroad beyond the Point of Rocks 
for some time. The Canal Comj^any, 
jealous of its steam competitor, claimed 
the right of way between the Point of 
Rocks and Harper's Ferry, a narrow pass 
between the Potomac River and the 
mountains. Finally, in 1832 the Court 
of Appeals of Maryland sustained the 
Canal Company's contention and en- 
joined the railroad from using the land 
between those points until the Canal 
Company had laid out its route. (This 
is the second reported law suit in which 
the Baltimore & Ohio is a party, the first 
being that of Baltimore & Ohio Railroad 
Company vs. Hoj-e, a condemnation case, 
decided by the Court of Appeals of ]\Iary- 
land on January 22, 1830.) Attempts at 
settlement were made without result. 
Finally, the ^Maryland Legislature inter- 
vened and passed an Act in 1832 urging 
the Canal Company to agree with the 
Railroad Company so as to permit the 
joint construction of both enterprises. A 
compromise was afterward effected and 
embodied in a law passed at the Decem- 
ber session of 1832. 

Among other things, that Act pro- 
hibited the Baltimore <fc Ohio from 
using locomotive engines between the 
Point of Rocks and Harper's Ferry until 
it had erected a "close fence of boards 
of sufficient elevation to permit such 
locomotive engines from alarming the 
horses and mules tracking the canal 
boats." (This is probably the earliest 
record of Safety First.) The fence was 
found to be impracticable, and for some 
time after the construction of the rail- 
road between the Point of Rocks and 
Harper's Ferry horses were used to draw 
trains in order not to violate the law. 
This portion of the law was repealed l)y 
the Act of June, 1830, and for the last 
time on the Baltimore & Ohio, horse 
power was discontinued and steam loco- 



motives now hauled trains from Balti- 
more to a point opposite Harper's Ferry 
on the Maryland side of the Potomac. 
This line was opened in December, 1834. 

For several years no progress west- 
ward was made. The money markets 
were depressed and the directors found 
the greatest difficulty in raising funds 
for further extensions. Finally, aided 
by additional subscriptions from the 
State of Maryland, the Potomac was 
bridged at Harper's Ferry and the road 
built from there to Cumberland, running 
through Virginia from Harper's Ferry to 
a point six miles east of Cumberland, 
and there recrossing into Maryland. In 
connection with the construction of this 
portion of the road there has recently 
come to light an interesting condemna- 
tion proceeding instituted in Virginia 
in 1839; in order to acquire a right of 
way at one point the Company was 
required to contract its standard width 
of sixty-six feet to fifty feet so as not to 
injure a certain spring, the waters of 
which had to be carried under the tracks 
by a large culvert. It was further re- 
quired that the culvert was 'Ho be so 
constructed and finished as to answer 
the purposes of a dairy. " At the present 
time the right of way is still contracted 
at this point and the trains continue to 
run over this dairy, if the owner still 
uses the culvert for that purpose. 

In 1842, the railroad was opened to 
Cumberland. 178 miles from Baltimore. 
By this time it had been definitely 
determined to strike the Ohio at 
Wheeling, in Virginia, the chief engineer 
having reported seven years before that 
the mountains west of Cumberland 
could be crossed by locomotives and 
their trains without using stationary 
power or inclined planes. Work was 
not commenced until the spring of 1849, 
and the completion in 1852 of the two 
hundred miles of line between Cumber- 
land and WheeUng was, and is today, 
one of the great achievements of railroad 
construction. With funds lacking to 
carry out fully the plans projected, with- 
out any construction equipment and 
apphances worthy the name, in four years 
this railroad was constructed for a dis- 
tance of two hundred miles over the 

highest ranges of the Alleghanies, through 
rock tunnels and over ravines, in the face 
of almost insurmountable physical diffi- 
culties. On Christmas Eve, 1852, the 
last rail was laid, and on January 1, 
1853, the first through train from Balti- 
more pulled into Wheeling. It was at 
this time that Benjamin H. Latrobe, chief 
engineer, proposed the following memor- 
able toast to the Road: 

"The Baltimore and Ohio Railroad — 
begun in 1827 — completed in 1852. Its 
infancy was feeble and prolonged; its 
youth vigorous but struggling with ad- 
versity; its manhood will be powerful and 
glorious ; its age — may it be the perpetu- 
ation of its manhood." 

Little did Mr. Latrobe imagine when 
he used these words that, in the year 
1914, the single improvement at Magnolia 
which we are now completing would cost 
more than the total cost of building the 
Road up to his time. 

A year or two before the line was 
completed to Wheeling the Council of the 
City had anticipated the historic event by 
providing by ordinance for the convey- 
ance to the Railroad Company of a site 
for a passenger and freight depot. In 
order that the land might be unencum- 
bered, it was solemnly ordained that, 
after March 1, 1851, no dead bodies 
should be interred within the limits of 
the said plot of ground known as the 
''Old Grave Yard of the City of 
Wheeling," and that all dead bodies not 
removed by relatives before April first 
of that year should be disinterred and 
decently buried elsewhere by the sexton, 
and said sexton "shall receive as his 
daily compensation whilst so employed 
the sum of two dollars." 

This brief article is but an outline of one 
of the most interesting and important de- 
velopments in the history of this country. 
Unfortunately, the complete story has 
never been written, but the men on the 
Baltimore & Ohio, both those on the old 
main fine and those on its numerous sub- 
sidiaries, will take more pride in their 
work and feel an increased loyalty to 
the Road, if they will take the time to 
learn more of the parent company and 
delve into the records and reports of 
the building of America's first railroad. 

By Right of Possession 

By Edgar White 



stated at the village 
store that the railroad 
was not going to cross 
his quarter section, 
which he entered from 
the government. He 
didn't "want no rail- 
by gum!" 
His land 

road," and 
he wasn't ''goin' to have none! 
was his'n, had been ever since the Indians 
vamoosed, and he'd like to see the color 
of the man's hair that could take it awa}' 
from him! 

The fellows who were sitting about the 
store front at old Bloomington laughed 
and said they guessed he'd let go when 
the courts said so. 

"Pap" Humphrey was a short, gray- 
whiskered man who belonged to that 
noble army of American musketeers of 
'46. He believed a man who had fol- 
lowed Zachary Taylor chasing greasers 
had some vested rights which no railroad 
could take from him, and one of these was 
his home. What warrant had those 
sleek, fat fellows to come around where 
he had lived always and tell him what 
he had to do? Hadn't he been here con- 
temporaneous with the bear, the deer, 
the wildcat and the panther and hadn't 
he even seen the marks of the In lians? 
When the snows piled deep over the wil- 
derness and the terrible gales had roared 
out of the north, he had "set tight with 
the job," while these smart-Alecs, if they'd 
been alive then would be toasting their 
feet at a grate fire in some big city, where 
they didn't have no hair raising blizzards. 

This country was young then and it 
needed men. So "Pap" Humphrey, 3'oung 

and strong like these railroad fellers, had 
gone out and "blazed the way." Where 
was the old guard? Would that Zach 
Taylor and a few of his swash})ucklers 
were here to prevent this outrage on an 
old soldier! 

So reasoned "Pap" to himself, and so 
he talked to the quiet little woman who 
shared his log cabin home with him, and 
who thought just as he did on everything. 
Children all gone now, except a girl who 
slept hard-by, under a little mound that 
had a rose bush at the head. The others 
were married and having troubles of their 
own without bothering them 'bout this 
here railroad business 

Joe Stanfield, right-of-way man for the 
Gulf and Northwestern Railroad, had 
done his best to reason with "Pap" but 
had not succeeded. The old man's head 
was set on the same principle of eternal 
justice that impelled our revered sires to 
toss that tea into Boston Bay. That's the 
way he looked at it, and besides, there 
was little ^Martha, the one sleeping under 
the rose bush, and while hf^ could squint 
out to the brass sight of old "Betsy" no 
human hand should profane that spot. 

And Martha, the living, smiled sadly, 
and nodded her old white head over her 

The right-of-way had been pretty well 
S'^ttled up. There were some condemna- 
tion proceedings pending in the court. 
Construction work was booming along. 
Snort switch engines were butting dump 
cars around the beautiful valley, marring 
it with their tar-like smoke and profaning 
noise; scraper teams, steam shovels and 
concrete mixers helped in the din. 

Finally the contractors were at the 




dead line. So was "Pap." every whisker 
bristling, ** Betsy" resting familiarly on 
his left arm. Sitting on a near-by log 
was Martha, entirely iinriiflled. She was 
knitting, seemingly i)aying attention to 
nothing else. Her features were as calm 
and pleasant as at church. 

"Well, old man," said the chief eon- 
tractor, a wide-out, healthy looking indi- 
vidual; "we'll be on you this afternoon; 
you'd better make terms." 
■ Stanfield, the right-of-way man, was 
standing not far away. 

"Ain't goin' to have no railroad run 
crost my land," declared "Pap," as he 
stopped and looked the other man squarely 
in the face. 

"We'll see about that," returned the 
contractor. "What you going to do with 
that gun?" 

"That's my Betsy," replied "Paj)." 
with pride. "I used to use her as jm-o- 
tection 'gainst greasers. Now " 

Suddenly the big contractor jumped 
and seized old "Betsy." "Pap" clung on 
like a wild cat, but the other man was 
the larger and stronger. He would have 
eventually wrested the weapon from the 
old man if something hadn't happened. 
The quiet wife Martha, who saw every- 
thing, dropped her knitting and ran to 
her husband's assistance. She jabbed a 
knitting needle hard into the contractor's 
hand, ^^hich made him let loose. In a 
moment she was the sole possessor of old 
"Betsy," and was pointing it steadily at 
the contractor. 

"Be off!" she said. 

Stanfield and the other men laughed. 
The contractor wound a haridkerchief 
around his bleeding hand. 

"it's up to you, Stanfield," he growled, 
''to get us across there. Our -contrnct 
doesn't require us to fight our way 

"To be sure not," agreed Stanfield, who 
was still smiling. "I hope none of us will 
have to do any fighting." 

Martha surrenderee! ^'Betsy" to her 
husband, picked up her knitting ai.d re- 
sumed her seat on the log. 

"Mr. Humphrey," said Stanfield good- 
natuiedly, "let's talk this right-of-way 
matter over. The railroad wants to do 
what's right." 




"Ain't goin' to let no I'aih'oad run 
crost my land," declarcMJ the old man as 
he held uj) his gun threateningly. 

pay you well for the strij) 
said Stanfield, maintaining 
good humor. 

"Look-ee here!" exploded the patri- 
arch; "you got to stop this foolishness or 
somebody's goin' to get hurt! This 
land's mine! I took it up from the 
gov'ment fifty years ago! I fit the 
greasers 'fore you was born, and. this 
land's what the gov'ment give me, and I 
ain't goin' to let no railroad have it! So 
you might as well move on, Mistc r!" 

"Steady, Pa — steady!" cautioned tin- 
gentle voice of the knitting woman, who 
kept on at her work without ap])earing to 
look up. "Don't go and get riled." 

Stanfield, who was a high official with 
the road, as well as the right-of-\\ay man. 
directed the contractor to stop at the 
edge of Humphrey's land, and move his 
outfit over to the other side, where there 
was some heavy excavation and em- 
bankment work. 

The construction of the grade pro- 
ceeded rapidly. It haa been a dry sum- 
mer. The contractor on the central 
division had completed his part of the 
road-bed by October, all save that across 
the insurrectionary quarter section. Stan- 
field was notified to come out on the 
work and settle "that Humphrey right- 
of-way matter." Meanwhile St-uifield. 
in pursuance of the ordinary course in 
such matters, had started to i?istitute 
condemnation proceedings against a strij) 
of the Humphrey land, when he made 
a curious discovery — a discovery which 
would be of considerable interest to the 
company, but which he kept to himself 
until he made up his mind what was l)est 
to do. 

WluMi Stanfield arrived on the work 
the contractor informed him that he had 
not seen "Pap" patrolling his land for 
some days, from which he argued that the 
old man was concealed in ambush some- 

Stanfield tlecidiMl t(> go to the house. 
It was an odd looking home for the 
period, made of big hewn logs, chinked 
with cement. There was a wide passage 
wav between the two main rooms and 



on each side a brick chimney. The 
pleasant odor of a back-log fire spiced 
the clear autumn air. 

Back of the cabin was a smoke-house 
and near by was a saw-buck and logs, 
piles of chips, a well-worn grindstone and 
a bell to summon ''Pap" to dinner when 
he was out in the field. 

Martha stood in the wide hall-way as 
Stanfield approached, and when he got 
near enough she extended her hand, 
while her kindly blue eyes danced with 

''Don't make no more noise than you 
kin help," she whispered, still holding 
to his hand, "cause Pa's asleep. He 
ain't been well lately and I'm a little 
worrit 'bout him.' Let's go in the set- 
tin' room." 

She pulled up a big old-fashioned 
rocker for her guest, chunked up the fire 
and then sat down on a stool before it. 

"He's been pretty poorly for some 
weeks," said the old lady. "He's get- 
ting old, you know, and he frets 'bout 
his land — 'fraid they're goin' to take it 
from him for the railroad. 'Shucks!' I 
told him, 'it ain't wuth grievin' over. 
Neither you or me's goin to stay here 
much longer, and the children would 
rather have the money than the land any 
how.' But he's curious about it — says 
he took it from the gov'ment, and it's 
his — sorter principle with him, I reckon. 

"I 'member when 'Pap' and I come here 
just as well as if 'twas yisterday — funny 
how old folks rickerlects better what hap- 
pened way back yonder than they do 
what happened today. " 

Then, while her reminiscent mood was 
on she told of her marriage, starting life 
in the wilderness with nothing but the 
clothes on their backs and hopeful hearts; 
of how the settlers all turned out at the 
"house raising;" of the first hard winter, 
before the logs were chinked properly, 
and how the snow came in, and how 
"Pap" hustled out to the woods and 
chopped and chopped to keep the wide 
fireplaces aglow so they would not freeze; 
of their first Yuletide in the wilderness; 
how the young folks, boys and girls, on 
horseback and in sleds, organized a com- 
pany and traveled miles and miles 
Christmas Eve, tooting horns, ringing 

bells, discharging rifles, stopping at each 
settler's house, surrounding it, and mak- 
ing such a noise as to finally force capitu- 
lation; of the cider, cakes and good things 
set out for the celebrators; of how the sil- 
ver moon gleamed over the snow-man- 
tled prairies, and how dark the trails 
through the forest were, and how happy 
and healthy everybody was. 

Then came the story of little Martha, 
and the old woman's voice broke, and she 
bowed her head in her gingham apron. 

"Never mind, grandma," said Stan- 
field, rising; "I wouldn't worry over that 
now. Your little girl's in the good place 
waiting for you. Suppose you tell Mr. 
Humphrey I will call tomorrow — we'll 
let him have his nap out today." 

She accompanied him to the wide barn- 
like space between the two rooms and 
again shook hands with him. 

"Pa'll be a little more peart tomorrow, 
I reckon," she told him, "and you come 
'round then, if it ain't too much trouble. " 

It was along about midnight when 
Stanfield, who was sitting near the dying 
camp-fire smoking, heard the far-off 
ring of a bell. It wasn't a cowbell, he 
felt sure. More like the bell on a coun- 
try church or school, he thought, but 
he didn't know of any school or church in 
the vicinity. Suddenly in the direction 
from which the sound of the bell came 
there was a glare like a fire. "Some hay- 
stack burning," he muttered. "Been 
dry enough this summer to burn the 

There was the sound of hoofs and pres- 
ently a rider came into the camp. It 
was Ed Snow, one of the railroad's engi- 

' ' Joe ! ' ' said Snow, excitedly, ' ' the woods 
over by the marsh are on fire! Lot of 
the scrapers and tools are over there. 
We'd better tell Hamilton so he can get 
'em out of the way. " 

Hamilton was the contractor. 

Stanfield jumped up. 

"Did you hear that bell, Ed? " he asked. 

'.' Yes, but I don't know where it is. " 

"Well, I've got an idea it's on the 
Humphrey farm. You notify Hamil- 
ton and then get two of the boys to go 
with us. We're going to 'Pap' Hum- 
phrey's. Hurry, Ed!" 



Within five minutes the camp was 
alive. Four men made off in the dark- 
ness, headed for the place where the bell 
was rin<2;ing. They ran at top speinl, 
clearing gulleys by mip;lity leaps, push- 
ing brush aside, ])lun«iino:; recklessly 
through the dark. Tlie bell (juit ringing. 

"Hurry, boys!" panted Stanfield, who 
was in the lead. 

From the top 
of the hill the 
situation was 
clear. For a 
good mile north 
and south the 
trees were on 
fire. It wasn't 
a solid wall of 
fire, but the 
chances were it 
soon would be. 

"Aly God!" 
groaned Stan- 
field. "They're 
right in the 
heart of it!" 

On they w^ent, 
pell mell down 
one hill and up 
another, down 
and up again 
and then they 
were in it. 

"Keep to- 
gether, men," 
directed the 

They picked 
their way along 
through avenues 
where the fire 
had not taken 
hold, dodged 
here and there, 
sometimes bare- 
ly escaping a huge limb that fell, l)ring- 
ing with it a cascade of sparks. The 
roar of the flames prevented talking. 
They had entered the forest with tiie 
wind so as to avoid the smoke as nuich as 
possible. At last they were through the 
forest and on the little clearing. " Pa})" 
had made for his home. On the other 
side the trees were j iist catching. ( )ne or 
two places on the dry roof wer(^ burnintr. 


set by the big sparks. Smoke was pour- 
ing from under the eaves. Stanfield 
rushed into the wide passage-way and 
threw open the door of the bed-room. 
He was too badly pressed for time to 
think anything about it just then, but 
for the remainder of his life he carried 
with him the picture he saw in the fire 

cabin that night. 
Martha and 
"Pap" were sit- 
ting on the bed, 
their arms 
around each 
other's shuul- 
ders, their heads 
pressed together, 
gray hairs min- 
gled like a halo. 
He was too weak 
to walk, and she 
would not leave 
him. She had 
rung the bell as 
long as she could, 
and then when 
she saw the 
house burning 
she had gone in 
to be with him. 

There they 
sat, these two 
simple children 
of the b a c k - 
woods, waiting 
to be ushered 
into the presence 
of the Universal 

With a few 
words Stanfield 
directed his men 
w hat to do. 
Clothes were 
found, then saturated with water and 
thrown over the heads of "Pap" and 
Martha. A board table was broken up 
and the old man, rolled in blankets, was 
laid uiK)n one of the boards. He wasn't 
heavy and a man at each end was (visily 
sufficient to carry him. 

"Fll attend to you, grandma," said 
Stanfield to Martha; "is there anything 
you want me to take out before we go?" 




^'On the wall there — if it's not too 
much trouble — is Martha/' she pointed. 
''I can't reach if you " 

Stanfield hurriedly took down the Httle 
framed tintype and put it in his pocket. 

'That all?" 

''Yes, sir, thank you. Let's go." 

The whole roof of the house was ablaze 
and the smoke had become unendurable. 
Stanfield adjusted the wet cloth over 
Martha's face, and picked her up in his 

"Don't mind, grandma," he soothed; 
"we'll get through quickest that way." 

Ed Snow and the other two had gone 
on ahead, picking their way through 
places where the fire had not yet swept, 
going zig-zag, keeping as best they could 
with the wind. Smoke was all through 
the woods, and frequently they could not 
be sure of the way ahead, but they finally 
reached the open, and all drew a great 
breath of relief. 

"God sent you to us," said Martha, de- 
voutly, and she extended a hand to each 
of the men. 


Stanfield walked to where "Pap" was 
lying while the bearers had set him down 
for a temporary rest. 

"Yes, sir," replied Stanfield. 

"I been thinkin' 'about that right-of- 

"Don't you worry over that," advised 
Stanfield. "We're going to take you up 
here to Jim Williams' for a few days till 
your new house is built. By and by 
we'll talk it over." 

"No," protested the old man, "I'm 
going to say it now." 

Martha was kneeling beside him. 

"If you'll sot it down somewhere in the 
paper-writin' that Martha and me took 
up this land from the gov'ment we'll let 

your steam cars run acrost it, won't we, 

"Yes, Pa," she answered. 

Some months later President Brown 
and Mr. Stanfield were discussing mat- 
ters concerning the new road, and the 
president observed : 

"That was a lucky settlement you 
made with that old man up about Bloom- 
ington, Joe — building him a little house for 
his right-of-way. These oldfellows who've 
taken up land from the government are 
always a hard lot to deal with. Even 
after you condemn and pay the damages 
they sometimes give you trouble." 

"We could have got through Tap' 
Humphrey's land without condemning if 
he had stood out on us," returned Stan- 

"We could?" in surprise. 

"Yes, the land wasn't his, never had 
been. He had some ancient notion that 
all he had to do was to squat down on the 
land, and that it was his forevermore by 
right of possession. The government 
land office had no record of his having 
entered it, and Tap' himself admitted he 
never had a scratch of a pen from any- 
body to show it was his!" 

"Great guns!" exclaimed the president. 
"With the road through there that land 
will be worth over $100 an acre and any 
man can take it up for .^1.25!" 

"Any man could have done it," cor- 
rected Stanfield, "but not now. When I 
found what was what I took it up in my 
name and the day Tap' signed the right- 
of-way deeds I deeded him the place he 
supposed was his for over fifty years." 

"The dickens you did! For you to be 
that philanthropic, Joe, there must have 
been a woman in the case somewhere." 

"There was," returned Stanfield rever- 
ently; "her name was Martha." 

Safety First — 

Courtesy Second 

and EVERY Second 


r. ^" 


Employes Magazine 
Suspends Publication 


jWING to the appalling falling off in the 
revenues of the Company, particularly dur- 
ing the past two months, compelling the 
most drastic economies in every direction 
and the withdrawal of its large financial 
support from the Employes Magazine, we are forced to 
suspend publication with this issue and until better 
business conditions warrant its resumption. 

We have tried to make the Magazine of real 
interest and help to its readers, to place before them 
through its articles the most advanced information 
on modern railroading, to give them a comprehensive 
idea of the extent of the Company's property and 
operations, to keep them in touch with the System-wide 
activities of their co-workers, to express through the 
Magazine as the only medium which reaches all em- 
ployes, the Baltimore and Ohio spirit of helpfulness, 
fair dealing, progress and efficiency. It is, therefore, 
with sincere regret that we are obliged to announce this 

We wish to thank correspondents, special con- 
tributors and all others who have helped in the prepara- 
tion of the Magazine for their loyal support, and to 
express the hope that improved business conditions may 
soon enable them to resume their Magazine activities. 

Employes Magazine. 


Why The Dog Howls 

By Berton Braley 

Why does the dog throw back his head 

And howl at night to greet the moon? 

In ages long forgot and dead 

When earth was still a block new hewn, 

The wolf pack roamed the wilderness 

And with them ran, all gaunt and gray, 

The father of our friend today, 

A white-fanged wolf — whom time has madfe 

Into the slave of man, his aid, 

A comrade ever faithful grown, 

Who sleeps beside his own hearth stone. 

But now and then when moonlight thrills 

Across the valleys and the hills, 

The old wild magic steals again 

Over the canine friend of men ; 

He seems to slink the forest through, 

The ancient forest that he knew; 

He seems to hear again the pack 

That bays upon the white moon's track, 

And from his throat and shaggy jowl 

Issues again the old wolf howl. 

That ululating lupine wail 

That once re-echoed on the trail! 

I know not if this tale be truth, 

But so 'twas told me in my youth ! 

The Reins to Them Who Can Drive 

A Plea for Saner Railroad Regulation 

By Howard Elliott 

Secretary Central Safety and Efficiency Committee, Salt Lake Route 

In reailiiiK this art iilo, it >li(»ulil l)i' roiiu'iiihi'ii'd t liat ii ua> \\ rittoii ij\ cr a \ tai anu. 
In viowofthealmost unprocL'dentecl depression in railroad l) today, however, the 
|K)ints which tlie author develops apply with even creater emphasis today than then. 

^T-^ HIS ;irti('l(^ is written for the 
■*• l)(MU>fit of one man. You see 

^iS^^ him ev(M'v (hiy. On the car to 
the offiee this morninji; h(^ sat Ixv^idt^ you. 
You noticcnl that h(* was neath' dressed, 
of chj^nified hearing, and that he was 
reading a magazine of ])ul)h(' o))ini()n on 
current events. You could tell ))}' his 
appearance that he was a man of intelli- 
gence and cultur(\ one of those whom wv 
class as desirable citizcuis, neither over- 
educated nor ignorant, not a radical nor 
a conservative, neither wealthy nor poor, 
not seeking publicity nor unduly modest, 
neither over-zcndous in religion nor a 
scoffer at tlie jmous and devout, not so 
aristocratic as to be snobbish nor so 
democratic as to be careless of his asso- 
ciates — in fact h{^ impressed you as one 
of those whole-souled creatures who is 
content to "live in his house ])y the side 
of the road and be a friend to man," who 
is the bulwark of our institutions, and 
upon whom r(\sts the i^erpctuity of the 
Government undt^r which we live. His 
name? He is called the ''Average Man," 
the "Representative Citizen," and with 
respect to his attitude on public ques- 
tions, the "Man V\) a Tree." 

The terms are used .synonymously, 
but when I say ''Average ^lan," I do not 
mean a man the extent of whose intellect 
may be mathematically calculated by 
using the brains of the entire human 

family as a dividend and the total poj)U- 
lation of the universe the divisor. I 
UK^an the average after dcMlucting the 
"fi"oth." Nor is the term "Representa- 
tive Citizen" em])l()yed to mean the 
distinguished man of the conununit>-. the 
one who is conspicuous at i)u))li(' lune- 
tions and dress parades. Such a one is 
usually a leather of thought, one who 
tries to mould the opinion of (»thers, 
while the real representative citizen is 
the one whose opinions reflect the ideas 
of the multitude whose judgment the 
leader of thought tries to shape. Such 
is the man for whom tonight's bancpiet 
speech will be delivered, to whom last 
night's sermon was dedicated, at whom 
next week's campaign speech will be 
directed, and for whom tomorrow ni )rn- 
ing's editorial is intendiMl. In short, he 
is the man to whom all efforts at )ier- 
suasion and conviction are addressed, 
who holds the l^alance of ])ower in all 
matters affecting the ])ublic intei-e>t. and 
whos(* attention it is lioi)ed will lu^ 
attracted to this article. 

Th(^ Average Man is well read. He 
has a fund of knowhnlge on a v.ariety of 
topics. He knows his own business 
thoroughly and has a debatable knowl- 
edge of most other businesses. He can 
con\-erse intelligently aliout the tariff, 
insurance, the initiative, referendum and 
recall, the important events of hi-;nry, 




the various departments of our Govern- 
ment and the functions of each, the 
central bank and currency, or any other 
subject likely to come up at the club, the 
lodge, or the banquet table. He takes 
an interest in politics, studies the cam- 
paign literature and attends the pohtical 
rallies. He ponders over all these things, 
and forms his conclusions in the light of 
the knowledge which he possesses. 

The Representative Citizen observes, 
as he moves among his fellows, that one 
of the most popular subjects of discussion 
relates to railroads, and he is posted on 
those phases of the question usually 
featured in the press. He reads the 
accounts of wrecks and notes the nation- 
wide demand for greater safe-guards. 
He reads some of the decisions of the 
railway commissions, particularly those 
affecting his own immediate interests. 
He has read about the 28-hour law for 
stock and the 16-hour law for men. He 
remembers vividly the account of an 
interview with a famous railroad chief 
who is said to have remarked, "The 
Public be damned." He recalls clearly 
the testimony of a certain freight agent 
to the effect that rates were made on the 
basis of all that the traffic will bear. He 
shares the opinion that railroads are 
grossly overcapitalized and that he is 
paying tribute to them in order to main- 
tain fictitious values. He knows, too, 
about the evils of rebating, for has he 
not himself, before the passage of the 
Elkins bill, been a recipient of such 
favors, and did he not regard it as right 
and proper that the railroads should 
follow the Biblical admonition, "It is 
more blessed to give than to receive?" 
Indeed, he is "loaded" with information 
in regard to railroads, and has his own 
notions as to the best methods of financ- 
ing and operating them. 

Of his own business, he has made a 

profound study and a signal success. 
His associates know and appreciate the 
value of his experience and consider 
themselves fortunate in having with 
them a man of such sound wisdom and 
discretion. To him they go for counsel. 
But his knowledge of other businesses — 
and this includes the railroad business — 
has been gained not from any actual 
experience, but from what he has seen, 
heard, and read, and railroad men do not 
come to him for advice. 

With his information on the railroad 
question has come much misinformation. 
Most of what he knows has come from 
reading articles in the daily papers and 
monthly magazines which were written 
by men who, hke himself, had seen no 
service on the railroad. He has seen 
the same arguments against railroads 
reiterated so often that he has come to 
the conclusion that the dense volume of 
smoke is indicative of the presence of 
fire. In spite of his inherent belief in 
fair play, these articles have created a 
pronounced prejudice against the rail- 
ways, because he has not seen the argu- 
ments refuted by railroad men, and he 
considers that silence is equivalent to 
acquiescence. When occasionally they 
do speak, he believes them biased and 
incapable of telling the truth. Whether 
or not they know what the truth is, he 
considers of secondary importance and 
while he would keenly resent any imputa- 
tion of unfitness or insincerity so far as 
he and his business are concerned, he 
thinks it but natural that in seeking 
information on the railway problem he 
should go, not to the fountain heads of 
knowledge, the railroad officials, but to 
others whose ideas are purely theoretical, 
and who give him information some of 
which is right, much of which is incom- 
plete, and most of which is false. Are 
his ideas about his own business sup- 



ported ))}' iiny such foundation and 
superstructure as this? 

The Man Up a Tree does not know 
that the uncomplimentary reference to 
the pubHc which is accrecUtcd to Vandcr- 
bilt was probably never uttered, but was 
a distorted report of a disgruntled 
reporter. He does not know that the 
Oencral Freight Agent who testified as 
to how rates were constructed did not 
say, "all that the traffic will bear," but 
did say ''what the traffic will bear," 
meaning that a rate was applied which 
would cause the traffic to move freely 
and leave a profit for both the shipper 
and consignee. He referred not only to 
the maximum but to the minimum, and 
the definition is still considered an ex- 
cellent one. The ^lan L'p a Tree does 
not know that the railways of the United 
States could not be duplicated for their 
present capitalization, and that capitali- 
zation has no appreciable connection 
with rates, nor rates with the cost of 
living. He does not know, and he does 
not ask railroad men to tell him. 

The Man Up a Tree regards the regula- 
tion of railroads by Governmental 
authoritj" as a distinct forward step in 
the march of civilization. In the light 
of the knowledge which he possesses, he 
is satisfied not only that such regulation 
is proper but that without it the nation's 
business would be completely dominated 
by the transportation interests, and the 
many exploited for the benefit of the 
few. He believes, of course, in the 
principle of the square deal, and is 
willing to admit that it applies even to 
railroads. But he believes that under 
governmental supervision the roads are 
prospering and will continue to thrive. 
He reads about the enormous gross 
income of railroads and the un])rece- 
dented crop movement, and he figures 
that if railroads are not making money 

under these conditions it is due to in- 
efficient management of the properties 

Now is it true, my friend uj) a tree, 
that the roads as a whole are prosi)ering? 
If the kind of prosperity which they are 
experiencing were felt by other industries, 
would not a cry of "What's the matter 
with business?" go up from one end of 
our country to the other? The financial 
statements of railroads which have been 
issued in the last several months show 
that with an increase in gross earnings 
there has been a decrease in net. If the 
wage advances asked for were granted 
it would immediately plunge some roads 
into bankruptcy and impair the credit 
of others. Something is radically wrong 
somewhere, and the roads are more effi- 
ciently managed than ever before in 
their history. Railroad men know wliere 
the trouble lies, but the Average Man 
does not know, and with his desire to get 
at the truth, perhaps a little analysis of 
the situation may reveal the "cause of 
causes" of the present predicament. 

What is the matter with the railroads? 

They are not making enough money. 

Why are they not making enough 

Their rates are too low for the service 
they re^xler. 

Why .e the rates considered in- 

They do not allow a sufficient return 
on the fair value of the property 
devoted to the public service. 

Why don't the railroads raise the 

The Commissions will not allow them 
to ])e advanced. 

Why will the Commissions not permit 
an advance? 

They do not appreciate the situation. 

Why do they not appreciate it? 

Because thev are not railroad men. 



The Railroad Commission is an in- 
novation. Lord Bacon defines ''inno- 
vation" thus: ''Something new and con- 
trary to estabhshed customs." So new 
are they in fact, and s'o contrarj^ to 
estabhshed customs, that the opinion 
that they are a necessary part of rail- 
road operation is by no means unani- 
mous. The Wall Street Journal on 
July 18, 1912, said: "If there were no 
regulation at all, and the railroad were 
absolutely unfettered by competition, 
it would still charge reasonable rates 
because an extortionate rate would kill 
the business it is trjdng to create. " 

And a man recognized by many as the 
foremost orator in the country today 
and one of its most brilliant thinkers 
said recently that, in his opinion, these 
regulating boards would not stand the 
test of time, that as soon as the pubhc 
appreciated the situation, they would 
demand their abolition and insist that 
railroads be allowed to develop under 
natural laws through the operation of 
which they have grown to be the wonder 
of the world, and Avhich laws, like those 
of supply and demand and gravitation, 
were not made with human hands, nor 
can they in like manner be amended or 
repealed without disastrous results to 
our social structure. 

Yet if they are abolished, we know it 
Avill be in the remote future, and the 
question that confronts us is, therefore, 
not prohibition but temperance. The 
yoke is heavier than railroads can bear. 
If they cannot throw it off altogether, 
they may be able to lighten it. There is 
one point on Avhich all are agreed and 
that is that the present situation is 
unsatisfactory. Railroad managers say 
it is due to the interference of the Com- 
missions. The Man Up a Tree thinks 
that instead of curtailing the powers of 
the Commissions thev should be broad- 

ened until railroad men shall be so 
impressed with the idea that they are 
public servants that they will — like the 
serfs of old — prostrate themselves and 
bare their backs for the lash imposed by 
their masters. They must be taught, 
says the Man Up a Tree, that we, not 
they, are the arbiters of their destiny. 

Mr. Average Man, methinks railroad 
managers have learned their lesson and 
learned it well. Who knows better than 
they, that their powers are limited — that 
their business is being controlled by 
others, and that while they have the 
responsibility without the authority the 
Commissions maintain the authority 
without the responsibility? The mana- 
gers need no further punishment to 
make them alive to the duties of their 
positions. But it should be remembered 
that the Supreme Court of the United 
States has said: "The public is in no 
proper sense a General Manager." Evi- 
dently the court of last resort in this 
country is not in entire accord with the 
trend that events have been taking. 

Mr. Representative Citizen, I should 
like to present to you a new idea, and 
that is that the public consider itself the 
Vice-President of the railways. The 
Vice-President has greater authority than 
the General Manager. To him the Man- 
ager reports. Surely this suggestion 
should be received with open arms. 
But if the pubhc conducts itself as most 
Vice-Presidents in charge of operation 
do, the General Manager will have 
nothing to fear. Nor does this invite 
the inference that the ordinary Vice- 
President is a figure-head. Far from it. 
He is actively engaged in the operation 
of the road. 

But let us see how the Vice-President 
acts with respect to the General Manager. 
Does he show his authority by vetoing 
everything the General INIanager sug- 

THK HAi/riMom; and OHIO !:.Mri,ovi:s maca/im 


gcsts? I venture tlu> assertion that nine 
matters out of ten that are iiassed up 
to the \'ie(*-Presi(lent are earriiMl out 
exactly as the (Jeneral Manager has 
recommended. Vet there is no (juestion 
about his higher authority, and the fact 
tliat he agrees with the Oeneral Manager 
does not lessen his control over him or 
the respect which the (Jeneral Manager 
entertains for his superior. The Vice- 
President figures and rightly so, that 
that road is governed best which is gov- 
erned least, and that if the Cieneral 
Manager is not running the road properly 
he should be removed, that the way to 
produce results is not to take the lines 
out of his hand but to give him the reins. 
He can drive. Let him. 

Now, Mr. iVIan Up a Tree, in your 
capacity as Vice-President you know 
that your interests and those of the 
railroad are identical. Your purpose is 
to i)roduce good service at reasonable 
rates and with profit to the stockholders — 
such profit as they liave a right to expect 
from an investment in any legitimate 
enterprise. \^ou know that you can 
make a good showing only so long as 
\'ou earn a dollar by spending less than 
that amount, and that if reports show 
that the operating ratio is continually 
going up, you must do something to 
stem the tide and insure the solvency of 
the property. As a business man you 
know that there are only two wa^'s of 
making a profit, either reduce the cost 
of production or increase the selling- 
price, and if you have convinced your- 
self (as many Vice-Presidents have 
already) that the cost of production 
cannot be further reduced, then you owo 
it to the road of which you are an officer, 
to adopt the other alternative, and raise 
the rates. And remember, this is some- 
thing which you can do, and which the 
(ieneral Manager, under jiresent con- 

ditions, cannot do. Here is one method 
by wliicli you may show that your 
authority is superior to that of the ( Icn- 
eral Manager, and wliich will iinu'c to 
the ])enefit, not only of the stockholders, 
])ut also of the country at large whom 
you rei)r(\s('nt in the management. 

As a Vice-President you deal directly 
with the (Jeneral Manager. Do you see 
any real necessity of inter]iosing a ''go- 
between," a ''middle-man'' to represent 
you in your negotiations with the Gen- 
eral Manager? It will add to the cost of 
superintendence, and the stockholders 
will be apt to say that the road is top- 
heavy with supervision. Your relations 
with the General Manager can be made 
perfectly harmonious, and it would only 
"inuss up the water" to appoint an 
intermediary. Yet you have in nearly 
every State in the Union (Utah and 
Wyoming are the exceptions) appointed 
such a ''fifth wheel," and have so far 
disregarded all rules of propriety and 
precedent, you have to such an extent 
gone "contrary to established customs" 
as to select men who never spent a day 
in the railroad business and give them 
authority over the General Manager. 

And the strangest part of it all is that 
you try to defend this system, herald it 
as an unqualified success, point to it with 
pride, yet you do not extend it to any 
other business which is su])ervised by an 
appointive boch'. There are boards of 
Medical Examiners, Dental, Law, Phar- 
macy and Insurance. Do you appoint 
insurance men to serve on boards of 
Pharmacy, or druggists to comprise the 
insurance commission'? Would you have 
much respect for a Medical l^oard com- 
l)osed of lawyers or a Bcyrd of Law 
Examiners made up of doctors? But 
the i^olicy you reject in those a])point- 
ments you employ with resjiect to rail- 
roads—a greater science than anv of the 



others — for the naked fact remains that 
with a very few exceptions every ap- 
pointee on a Board of Railroad Com- 
missioners in this country is a man who 
never spent an hour in the employ of 
the business he assumes to govern. The 
greatest railroad commission in the 
United States has one member who was 
formerly a brakeman, and he is the only 
railroad man out of the seven. 

On a road of fifty thousand employes — 
and we have several such in America — 
there is only one President. He must 
have risen over the heads of 49,999 others, 
many of whom were nearly as well quali- 
fied as he. His selection was the result 
of years of application to duty which 
developed business acumen and sagacity 
of a high order. By all known laws 
governing the conduct of human affairs, 
it is right and proper that this should be 
so. Yet by amending and repealing 
those laws, men are placed on these com- 
missions and given far greater control 
over the railroad business than the Presi- 
dents have, who not only are not as 
capable as the President — they are not 
as well quahfied as most of the 49,999 
others. Is it right? What think you, 
Mr. Average Man? 

There is nothing strange about the 
proposition of railroad men running the 
railroad business. It even sounds well. 
Bakers bake bread. Shoemakers make 
shoes. Politicians make politics. Watch- 
makers regulate watches. Why not rail- 
road men running and regulating rail- 

My time is too short to admit of 
description showing to what extent rail- 
road managers' hands are tied. Suffice 
it to say t^at, broadly speaking, they 
can neither raise rates nor lower wages, 
issue stocks, bonds, or passes, without 
conferring with, and getting a ruling 
from, men who are so far beneath them 

in point of experience that if they should 
lose their places on the Railroad Com-^ 
missions today, no railroad would think 
of hiring them. Nor have I. time to tell 
how unreasonable are the demands of 
these Commissions, how they put rail-^ 
roads to vast expense compiling' data 
which is valueless to anyone, how they 
insist on the impossible, how they try 
to make inelastic that which should be 
elastic, and how their powers are being 
strengthened with each succeeding year, 
how instead of increasing efficiency they 
actually lessen it, and how the managers 
can do justice neither to the public nor 
to the stockholders, how they demand so 
much of the managers' time and that of 
the other officers and employes that 
they have little left to devote to 
important matters of operation which 
should have their undivided attention, 
A wise man said, *'A house divided 
against itself cannot stand." Will the 
present railroad house remain intact? 

You remember the fable of the Greek 
hero who drove the chariot across the 
heavens from sunrise to sunset, and how 
his son, Phaeton, an impetuous youth, 
implored the father to let him drive one 
day. He could do it, he knew. It 
looked so easy. And you remember 
how he found the task greater than he 
could perform, how the steeds became 
unmanageable, and how both chariot 
and driver plunged headlong to the 
earth below. 

I ask you, Mr. Average Man, Mr» 
Representative Citizen, Mr. Man Up a 
Tree, why not be reasonable about this 
matter? Why not let men do that 
which they are qualified to do? Instead 
of handing over the railroad chariots 
and the great iron horses to our favorite 
sons, why not leave them in the hands of 
the experienced fathers? Why not give 
''the reins to them who can drive?" 

On the Conductor 

Dr. Nicholas Murray Butler was talk- 
ing; about American honesty. 

"For all our muck-raking writers," he 
said, "I think that the American people 
are the most honest people in the world. 
Is an American ever subjected at home 
to the petty cheats and extortions to 
which he is subjected in Europe?" 

Then, apropos of foreign honesty, Dr. 
Butler told a railroad story. 

''On a foreign railroad," he said, ''a 
commuter had a row with the conductor. 
At the end of the row the commuter 
turned to a friend and said : 

" 'Well, the P. D. Railroad will never 
see another cent of my money after this.' 
■ "The conductor, who was departing, 
looked back and snarled: 

" 'What'll you do? Walk?' 

" 'Oh, no,' said the commuter. 'I'll 
stop buying tickets and pay my fare to 
you.' " — WasJiington Star. 

The Optimist. 

"Talk about optimists," said the man 
with red whiskers, "did you ever hear the 
story about Fred Bustigo?" 

"No," said the other. 

"Well the folks in the town where Fred 
lives are getting up a raffle in aid of 
charity. There are going to be 1000 
tickets at six pence each, and the prize is 
a motor car Fred took one ticket — now 
he's busy erecting a garage." 

"Not l)ad," remarked the man with the 
many colored waistcoat. "Reminds me 
of poor Tom Smithers. Ever hear tell of 

"No," said the others. 

"Well poor Tom was poor Tom usually. 
He once sauntered into a fashionable 
restaurant without a half-penny in his 
pockets and ordered up a slap-over oyster 
supper — he reckoned to pay for it with the 
pearls he expected to find in the oysters." 
— Baltimore Trolley News. 

Before and After. 

She — "Before marriage, the girl rhapso- 
dizes over her remarkable choice as a 
Chesterfield for manners and an Apollo 
for looks." 

He — "And after, she tells how he stays 
fairly sober, and brings home most of his 
salary." — Thomas N. Miranda. 

Hopper Recognized 

"Even animals show their feeling," 
remarked De Wolf Hopper, the comedian, 
to a friend the other day. " Only j-ester- 
day an animal showed me gratitude. I 
was wandering along a stream in the 
country when I met a cow in great dis- 
tress. Her calf was drowning. I j)lung- 
ed into the water and rescued the calf and 
the grateful cow licked my hand." 

"That wasn't gratitude," replied the 
friend. "The cow thought she had 
twins. " — Troy Times. 




But Tm Not Vicious 

Cheery Passenger (in non-stop express) 
-"Well, I must say it's quite a relief to 

me to 'ave a gentleman in the carriage. 
It's twice now I've been alone and 'ad 
a fit in a tunnel." — Punch. 

Getting In Right 

Youngpup— "Who is that yery homely 
woman following us?" 

Chiquette (yawning) — "Oh, mother 
accompanies me everywhere now."— 
Michigan Gargoyle. 

The Deceptive Half Truth 

When a small boy was taking his 
father's dinner he stopped for a moment 
to watch a workman busy at a sewer. 

"That," remarked the youngster, inter- 
estedly, "is the grating my father lost a 
dollar down." 

The workman's eyes lit up. "Well, 
young man," he said, with a show of 
carelessness, "you'd better get forward 
with that dinner before it's cold." 

li^ about half an hour the boy returned 
to find the man still at the same grating. 
"Are you quite sure it was this grating 
the dollar was lost in?" asked the work- 

"Yes," replied the boy, "because I 
saw my father get it out." — Christian 


Two Sides to Every Question 

She— But, dear, there are two sides to 

He — Yes, dearfbut^did you ever see 
the other side of aTmirr or?— Judge. 

When the whole blamed world 
Seems gone to pot, 
And business is on the bum, 
A good broad grin 
And a lilted chin 
Help some, my boy, help some. 
— Baltimore Trolley News. 

Might Have To Go Back 

"Where are you going?" the new boss 
one day demanded of two negroes, who 
were shuffling along as if bent on nothing 
in particular. "Boss," said one, "we is 
goin' up to the mill with dis heah plank. " 
"Plank! plank! I don't see any plank," 
roared the new superintendent. Not at 
all agitated by this display of temper, the 
speaker looked down at his hands, then 
over his shoulder. Finally, to his fellow- 
worker he calmly observed: "Well, don't 
dat beat all, Tom! Ef we ain't gone an' 
clean fergit de plank!" — Argonaut. 

Fair Enough 

A hospital surgeon was imparting some 
clinical instruction to half a dozen stu- 
dents who accompanied him on his 
rounds. Pausing at the bedside of a 
doubtful case, he said: "Now, gentle- 
men, do you think this is or is not a case 
for operation?" One by one the stu- 
dents made their diagnosis, and all of 

them came to the conclusion that it was 
not. "Well, gentlemen, you are all 
Avrong, " said the wielder of the scalpel, 
"and I shall operate tomorrow." 

"No, you won't!" exclaimed the 
patient, as he rose in his bed. "Six to 
one is a good majority. Gimme my 
clothes. " — Argonaut. 

TiiK liAi/n.Moin: and oiiio i'-Mtloyks ma(; azink 


A Miracle 

All iiged mountaineer who had never 
cared to go farther than the nearest cross- 
roads hamlet, was finally persuaded to 
visit relatives in tlie big city. The first 
night they took him to a moving picture 

show, an institution entirely foreign to 
liim. ''How did you enjoy it, uncle?" 
he was asked on the way home. ''Hit 
wuz cert'nly a mighty fin(^ show," and 
here his voice changed to one l)ordering on 
fear as he contiiuKMl, "Init I wuz stricken 
in thar. Yes, suh; my hearin' left me 
complete, an' I never wuz able to hear 
one word them actors said." — Argonaut. 

A Light Weight. 

Fat-man (standing on penny-in-the- 
slot weighing machine) — "Newsy, how 
much do you think I weight?" 

Newsy — "Haven't you got a penny?" 
l'\at-man — "Not a penny in the world." 
Newsy — "Then you weigh nothing." 
— Thomas X. Miranda. 

More Convenient 

They were having a talk around the 
village store about the new railroad 
station. The town had grown u]) a mile 
or so from the railroad, and the new 
])uilding was to })e a sightly one. It 
s(*cme(l too bad it couldn't be placed in 
the town. When the talk died down an 
instant, an old farmer got up, and, 
slipping his quid to the other side of his 
mouth, drawled. 

■'Wa-al. friends, it's jest this way. 
I've allu^- heard it said that the daypc 
siiould l)e alongside {hv railroad." — Judge. 

A Cure. 

New H()usekeei)er — "Mr. (lr()s,>> com- 
l)lained about the salad tonight. What 
do you give him when he complains?" 

Cook "More of the same thing." 
Thotnas A . M initida. 

Obedient Willie 

The teacher wanted some phiin^> in 
order to give an object-lesson during 
school hours, and calling one of the small 
boys, she gave him ten cents and dis- 
])atche(l him to the fruit stand down on 
th(^ corner. 

"Before you buy the ])lums. Willie," 
she cautioned, "you had better pinch one 
or two to make sure they are ripe." 

Little Willie flitted away. Socm he 
came back and smilingly put the bag on 
the teacher's desk. 

"Oh, thank you, Willie," said the 
teacher, taking up the })ag. "Did you 
l)inch one or two as I told you to do?" 

"Did I?" was the gleeful resjxmse. 
"I pinched the whole bagful, and here's 
your ten cents." — Ladies' Home Journal. 

Not the Pupil's Fault 

As a country physician was driving 
through a village he saw a man amusing 
a crowd with the antics of his trick dog. 
The doctor pulled up and said: 

"My dear man, how do you manage lo 
train your dog like that? I can't teach 
miiK^ a singh^ trick. " 

The man looked up with a simj)l<\ rus- 
tic look, and replied: 

"Well, you s(M\ it's this way; you have 
to know niore'n the dog, or you can't 
learn him nothin'." A\rr//f/;/(/r. 



What Did She Say 

It was evening. He and she were 
seated in her father's room burning her 
father's gas. 

''Answer me, Angelina!" he cried, in 
a voice full of passionate earnestness. 
* 'Answer me! I can bear this suspense 
no longer." 

"Answer him, Angelina!" came a voice 
through the keyhole. "Answer him! 
I can bear this expense no longer." — 
Full o' Fun. 

" 'How did the bal masque come 

'Yery poor,' was the reply. 

'' 'You don't say so! And how was 
Mary Lannigan as the Goddess of 

" 'Rotten!' 

" 'Rotten? Didn't she act the part 

" 'No. She got locked up.' "—New 
Orleans States. 

Bad Acting 

Professor Brander Matthews, the noted 
student of the drama, was talking in New 
York about a bad play. 

"The actors, too, were bad," he said. 
"They were, in fact, so very bad that 
they reminded me of a certain bal masque. 

"One East Sider said to another: 

Baiting the Railroads 

"Our community thinks your railroad 
oughter furnish a couple more trains per 
day. We're going to take the matter to 
the Legislature, too." 

"But very few people in your com- 
munity ever travel." 

"Maybe not. But we like to see the 
cars go by." — Judge. 


^^^,^^^^- .^fe--^. ^g 

m-::."^,m ^ ->„ -:^^-rr:^^-r^Yr 



A History of the Martinsburg Shop 

By W. L. Stephens 
Assistant Foreman 


NE of the most important of the 
Balthnore & Ohio's many shops 
is- located at iVtartinsburp;, W. Va. 
Situated on the Cumberland Divi- 
sion 100 miles west of Baltimore and 78 
miles east of Cumberland, along the 
main line, these shops seem ideally 
located with respect to the usage now 
being made of them. The buildings, four 
in number, were erected in 1866 to take 
the place of those destroyed during the 
Civil War. From the time of their com- 
pletion until 1897, they were occupied by 
the machinery department, Martinsburg 
then being a divisional terminal. When 
motive power outgrew the present build- 
ings the divisional terminal was moved to 
Brunswick, Md., and the machinery to 
Baltimore, Cumberland and other places 
where it was needed. 

The shop buildings left vacant for 
several years were occupied in 1903 by 
the present plant, known as the main- 
tenance of w^ay repair shop. This shop or 
department was started at IMt. Clare as 
early as 1842, and was then known as the 
road department shop, and has been in 
continuous operation since that time, 
although the location has been changed 
several times and its periods of prosperity 
and retrogression have been varied during 
its seventy-two years of continuous 
operation. James Clark was its first 
ruling head and probably its founder and 
organizer. Of his personal career and the 
success of the shop under his administra- 
tion little is kno\vn. The articles then 
manufactured covered nearly ever}^ de- 
partment of road maintenance. Frogs and 
switches, such as were used in that period 
of the road's development, pumping en- 
gines, pumps and other track necessities 
made up this new industry's output. 

The private connnercial manufacture of 
railroad supplies did not cut such a large 
figure in railroad upkeep in those days, 
for the railroads manufactured the greater 
})()rtion of their own nec(v^sities, and in 
such a field the new shop must have 
supplied a long-felt want. 


At the death of Mr. Clark in 1852, 
William G. Primrose became master 
mechanic of the road department and the 
head of the shop. Th(» new executive 
came to the head of this dejxirtnu^nt 
splendidl}^ equipped for his duties. He 
was a Scotchman ))y l)irth, and at an 
early age had b(>en " bound out" or appren- 




ticed (which was the custom in that day) to 
Watchman & Bratt, shipbuilders and 
builders of marine engines then doing busi- 
ness in Baltimore, Md. Mr. Primrose 
served seven years in this plant and passed 
through the different departments of the 
establishment, coming out at the end of 
his services as a mechanical engineer. 
Under his management the shop ex- 

part of the bridge was dismantled when 
the tunnel and the new steel bridge were 
completed. The other is a short span 
over the race leading into the pulp mill. 
At one time this supported the main 
tracks. After the Bollman came the 
steel truss, many of which were built by 
Mr. Primrose. All the bridges on the 
Philadelphia, Trans-Ohio and Central 


panded and took in the manufacture of 
all kinds of machinery used by the Com- 
pany. Much of the elevator machinery 
was designed and built in this shop. 
Elevator A at Locust Point was one of 
the first to be equipped, and others at 
different points received part or all of 
their machinery from this plant. The 
machinery for the rolling mill, which was 
operated at Cumberland, was built here. 
The standard of workmanship was the 
highest on the System, and the products 
of the shop were the finest of that day for 
accuracy, finish and service. 

About 1870 the Company started to 
build its own bridges, the Bollman truss 
being the first to be manufactured. Two of 
these bridges can be seen today at Harper's 
Ferry, the wagon bridge over the Potomac 
to the Mar3dand side, being one, which 
when built carried the tracks also. This 

Ohio Divisions were built under his 
direction. About 1890 the building of 
bridges was discontinued and the bridge 
building machinery sold to the Baltimore 
Bridge Co. The period during which the 
bridges were being constructed was per- 
haps the shop's most prosperous time, 
for approximately 250 men were carried 
on the rolls, and about one-third of these 
were first class machinists. 

The career of Mr. Primrose, lasting forty 
years, ended in 1892, bringing the history 
of the shop from its early days up to a 
period within the memory of many pres- 
ent employes of the Company. 

After the death of Mr. Primrose in 
1892, Oliver M. King assumed charge of 
the shop. Mr. King entered the employ 
of the Company in 1852 as an apprentice, 
serving under the late WiUiam Edwards 
in the motive power shops at Martins- 

THE BAI/n.Moin: AM) OIIK) 1:MPL()^ i:s MACAZlNi: 


l)ur^. After l)('in<»,- in \\\v sliops licrc tor 
a nuniluT of years, lie wriit to I^altiinorc 
and entcTod the road departnient sliop 
under Mr. Primrose. In 18S4 lie was 
])r()niote(l to assistant foreman of tlie 
sho]), and continued as such until he 
assumed the control of the shoj) in 1892. 
The plant continued oi)erations at Mt. 
(Mare until 1898. when the machinery was 
moved to Martinsl)ur«»; and installed in 
the present buildings. In July, 1890, 
it was moved to Mt. Clare a,u;ain, and 
n-mained there until the sprinji; of 1903, 
when the crowded conditions at Mt. 
(Mare forced another mov(\ and the plant 
returned to the Martinshurg; shop build- 
ings. During; the period between 1899 
and 1903 th(^ plant was ()}:)erated under 
the motive powtT department. After the 
second return to Martinshurg; it again 

i>ii<lg('s was discontinued, until l!»(Ml. the 
shoj) was operated on a coni|)aralively 
small scale. While much work was ac- 
complished, little was done toward 
branching; out and drivinj^ the plant 
ahead. About the only notable addition 
was a department for repairing frogs and 
switches. In the early days of the shoj) 
some frogs and switches were made, but 
a distinct shop for th(> manufacture of 
these supplies was not started until 1894. 
In April of that year Major .lohnson. then 
engineer maintenance of way. sent .1. l'\ 
Rose of Cumberland to Martinsburg to 
start a shoj:) to repair frogs and switches. 
A partition was erectecl in the boiler 
shop, two small ])laners and one drill 
l^ress were sent from Mt. Clare, and with 
a force of three men the little shop began 
opc^rations. As the work progi'essed 


came under the control of the mainte- 
nance of way department. 

On January 4, 1904, Mr. King retired. 
and was succeeded by H. G. Mack, of 
Zanesville, Ohio, who served ris th(^ 
executive head of the i)lant until Xov(^m- 
ber 30, 190o, wlun he resigned and re- 
turned to Zanesvill(\ 

From 1890, when the l)uilding of 

three moic men wer<' added, this t'orce 
continuing until 1898. When the motive 
power station moved from Martinsburg it 
l(>ft the little frog sho]) in operation. 
When Mr. King came in 1898, this shop, 
with an output of thirty to forty re- 
l)aire(l frogs and twenty ten-foot switches 
a month, was absorlKnl by the road de- 
jiartment shop. Al)out this time J. F. 



Rose resigned as foreman of the frog shop 
and was succeeded by Jacob A. Holpp,who 
has continued to serve in that capacity 
and under whose efficient and painstaking 
management the frog department has at- 
tained its present high state of efficiency. 
With the trend to heavier rolling stock 
came the heavier rail, and the worth of 
the frog shop became more apparent as 
the demand for guard rails, foot guards 
and other track necessities became 

On December 1, 1905, Z. T. Brantner 
was promoted to general foreman of the 

when Mr. Brantner celebrated his fiftieth 
anniversary as an employe of the Com- 
pany, the management, in view of his 
long service and the splendid progress of 
the shops herej gave him the title of 
superintendent of shops, and the shop 
was termed the maintenance of way 
repair shop. 

No new bridges are built here. The 
bridge work consists of repairs to bridges, 
alterations, the building of material for 
strengthening bridges in the track, and 
reconstructing broken, lost, or damaged 
parts. The bridge department is under 


Martinsburg shop when the work seemed 
to take on new life, and during the 
nearly nine years of his incumbency there 
has been a continual and steady advance- 
ment along all lines. New departments 
have been added and others expanded 
until the present repair shop at Martins- 
burg can handle nearly every phase of 
maintenance of way repairs. 

Some idea of the growth may be ob- 
tained from the following: In 1906 the 
output of the shop amounted to over 
S178,000, while in 1913 the output was 
worth over $650,000. In 1906 the pay 
roll cost was a little over $29,000, and in 
1913 over $89,000. In January, 1913, 

the supervision of J. H. Aldridge, as- 
sistant to Mr. Brantner. He is a product 
of this shop, having served his time under 
Mr. Primrose and worked in the shop 
during the time the building of bridges 
was done there. 

Some new and up-to-date machinery 
has been added, and it gives an increased 
output at a lower cost. Some of the old 
machines still remain, however, and 
stand up fairly well under the staggering 
load of twentieth century methods and 
material. Several planers of Mr. Clark's 
time and bought to plane the old Wilson 
switches are still doing business at the 
old stand. Among the new machines 

riiK FAi/riMoiM': and oiiio i.MrLovES magazim-: 


installed, \\w lar^ic friction saw will |)r()l)- 
iibly attract most attention. Driven by a 
100 horse |)ow(m* electric motor, it will cut 
thr()ii'!;h a 100 Xo. AHA mil in twenty sec- 
onds, whereas in iisin<»; a cold saw it re- 
quires twenty minutes to perform the same 
operation. The accompanying cut does 
not do the saw justice, as a fair idea of its 

three powerful motor driven i)laners 
afford an interesting contrast to the 
])laners of earlier days. The new air 
comi)ress()r has made jxjssihle additional 
air hannners, riveters, air hoists and air 
drills, adding economy and efficiency in 
operation. The locomotive crane used 
jointly between the motive power depart- 


.MAUTiN.SIU \ii. 

working pow^r cannot be obtained until 
one sees it melting its W'ay through solid 
steel amid a shower of sparks and with a 
wild scream that can^be heard at quite a 
distance. A well known official while 
watching it work w^anted to know how 
the saw managed to cut the rail so 

ment and the shop is a great time and 
labor saver in the handling of material. 
The electric curr(>nt is used for power, 
and has been found both economical and 
efficient. Steam is onh^ used to drive the 
air compressor and steam hammer and 
to heat the station building. 


quickly, and when told that it was by 
heat, he innocently asked ''well where 
does the heat come from?" The laugh 
that this remark created was long and 
loud, and sul^jected the inquirer to Cjuite 
a bit of chaffing. Two draw cut shai)ers 
are marvels in construction, and for 
economy in output stand high. The 

One important commodity of the frogand 
swdtch shop is cross-overs or crossing frogs, 
a number of thesehaving hccn constructed 
in the past year. The accompanying cut 
will give some klvix of one of the largest 
crossings. It was made for the Ash Street 
crossing at Chicago, 111. The time required 
in its building was about twentv days. 



Another item of importance and one 
which demands unusual activity on the 
part of those engaged in its handhng, is 
the scrap. This comes to the plant here 
from all over the System, and iucludes the 
scrap material of all kinds used in mainte- 
nance of way work. It is here that the 
scrap from the track such as scrap frogs, 
switches,, lamps, switch stands, bridges, 
scales and all other track accessories 
which have outlived their usefulness are 
dismantled and the scrap sorted for sale 

in the markets buying such material. 
The amount of scrap handled is very 
large, running into thousands of tons and 
is a source of man}^ thousands of dollars 
of income. 

The plant is operated only as a main- 
tenance of way shop, and is under the 
direction and supervision of Earl Stimson, 
engineer maintenance of way. It is from 
his office that all orders for work to be 
done and all requisitions for material 

Rank of Divisions and Districts in Train 





Indianapolis I 1 

Indiana 2 

Illinois 3 

Toledo 4 

Ohio 5 

Cumberland (W. E.) 6 

Staten Island 7 

Baltimore 8 

Monongah 9 

Connellsville 10 

Cumberland (E. E.) 11 

Newark 12 

Cleveland 13 

Pittsburgh 14 

Philadelphia 15 

New Castle 16 

Chicago 17 

Wheeling 18 


C H. &D 1 

Baltimore & Ohio S. W. 2 

Staten Island 3 

Main Line 4 

Pittsburgh 5 

Wheeling 6 























Staten Island 


Wellston and Deiphos . . 


SpringBeld and Ind'napolis. 





Ohio River 

New Castle 



Wheeling . . 








Staten Island 

C. H. & D 

Baltimore & Ohio S. W. 


Main Line 


October ^*^*^V"" 




































Handling a Bumper Peach Crop 

By J. H. Stewart 
Agricultural Agent 


r is ])('rf(H'tl>' understood and well 
rcc'ognizod that ])eac'hes can be 
*rrown in many, if not in most 
of the states or certain portions 
thereof throughout the whole country. 
l)Ut the growing of fruit alone is not 
sufficient. First the quality must be 
considered, the varieties that can be 
grown successfully, the diseases that 
have to be contended with, and last but 
not least is the (luestion of marketing the 
fruit after it is produced. 

Those who understand all these con- 
ditions will probably admit that all 
things considered. West Virginia is best 
adapted, or at least some sections of it 
are l)est adapted, to this business. The 
extent of the industry in the eastern Pan- 
Handle, or that portion of the state 
which lies directly east of the Allegheny 
mountains, is the best evidence of this 
statement. Several millions of trees that 
are already producing highly colored and 
well flavored fruit stand as living wit- 
nesses of the profita})leness of the business. 
While many thousands of acres have been 
l)rought under cultivation and planted 
in tn^es there are many thousands more 
of cheap land that an^ ecjually available. 
In the far west, land that would ])rotluce 
an equal quantity of fruit per acre sells 
at fancy prices, and in addition the cost 
of irrigating it has to be considered. 

The trees of these lands grow large and 
vigorous and an^ long-lived. By rea.son 
of the elevation, most of them being 
above the frost line, a failure is a raritw 
while crops for half a dozen years in 
succession are the rule. For the same 
reason the fruit is practically free from 
fungus and other diseases which ii8.sail 
the trees on the low lands and in warnKT 
climates. This section is arlapted to 
not only one variety but relatively to 
all varieties of peaches. It is a custom 
of large growers to plant their trees in 
blocks, according to time of ripening. 
The varieties of fruit used in these 
blocks are the Carmen, which begins to 
ripen the latter part of July, followed 
l)y the Champion. Old Mixon and so on. 
the Elbertas coming on during the last 
of August after the (leorgia and other 
southern crops are exhausted, to be fol- 
lowed later by the Sal way. Smock, Heath 
Cling and others, leading up to the 
Bilyeu of October. 

The marketing conditions are espe- 
cially important and add to the value of 
the fruit grown in this state. First to 
!)e considered are the home markets. 
\\'(\st \'irginia is essentially a mining and 
manufacturing state. Until recent year> 
attention has been turncnl almost ex- 
clusively to these two industries to the 
neglect of the agricultural and horti- 




cultural opportunities and advantages. 
It was only when the Experiment Sta- 
tion developed and published the fact 
that some thirty millions of dollars went 
out of the state each year for fruit pro- 
ducts, that a profound interest was 
created in these subjects. 

comparative condition of the fruit that 
gets into the market. 

The eastern Pan-Handle of West Vir- 
ginia is particularly favored in the matter 
of an equable climate, so essential to 
the growing of peaches. A failure in 
that section is practically unknown and 


Hence the mining and manufacturing 
towns within the state of West Virginia 
furnish good markets for a large pro- 
portion of the fruit grown within the 
state. That which is to be shipped out 
is within easy reach of Cincinnati, Pitts- 
burgh, and the thriving cities and towns 
of western Pennsylvania, and in close 
proximity to Baltimore, Washington, 
Philadelphia, and New York. The 
Baltimore and Ohio Railroad Com- 
pany, which has given special attention 
to the transportation of fruit products 
from this state, arranges each season for 
a special train during the time that 
peaches are being marketed, taking them 
from Keyser, Romney and other points 
on the branches and main line direct to 
eastern points of destination. The ad- 
vantages which the growers in West 
Virginia enjoy are immediately apparent 
when her freight rates to the markets 
are compared with those of Georgia, 
Arkansas, Michigan, Colorado and Cali- 
fornia, not counting icing charges or the 

full crops will average about five in seven 
years. There are thousands of acres of 
shale and chert land yet undeveloped in 
West Virginia counties in the Potomac 
basin — well adapted to peach culture. 
These lands vary in price from $25.00 
to $50.00 an acre in their uncultivated 
state. The true importance and the 
real magnitude of what has already been 
done in the matter of fruit growing in 
West Virginia, and particularly peach 
gromng, is not generally known to the 
outside world and in fact it is not fully 
realized by the residents of a large part 
of West Virginia. It is estimated that 
there are more than half a million peach 
trees growing in Mineral County, West 
Virginia, and approximately three million 
peach trees in Hampshire County, West 
Virginia. Morgan County is likewise 
doing its share in this large development. 
Hardy and Grant Counties have recently 
been made accessible by the building of 
the Hampshire Southern Railroad and 
many hundreds of thousands of trees 



have already been planted and a great 
many more will be planted. Some of the 
largest individual undertakings in a fruit 
growing way in West \'irginia are the 
Hampshire Orchard (\)m])any near 
Romney, in Hampshire County, and the 
Romney Orchard Company in the same 
district; also the South Branch Orchard 
Company, with between thirty and forty 
thousand trees. 

These two comixmies have growing 
more than 100,000 peach trees, located 
on excellent chert land and already pro- 
ducing thousands of dollars worth of 

The Knobley Mountain Orchard Com- 
pany in Mineral County has some 
40,000 peach trees growing. It is safe 
to say that within a few years there will 
be several million peach trees growing in 
Mineral Count}'. 

One of the large enterprises in Hardy 
County is the Twin ^lountain Orchard 

Among the larger enterprises in Morgan 
County are the Sleepy Creek Orchard 
Company at Sleepy Creek and the Alle- 
ghen}' Orchard Comj)any at Paw Paw, 
West Virginia. These two companies 
are producing in excess of §100,000 worth 
of peaches a year. 

Specific instances of wonderful profits 
made in growing peaches are not lacking. 
In fact, they can be multiplied ahncjst 
indefinitely. Five years ago, two gentle- 
men from Cumberland, Md., purchased 
a tract of land near Wesley Chapel in 
Hampshire County, consisting of about 
200 acres, for which they paid SI, 750. 
These men set out 10,000 peach trees 
and at the end of five years they refused 
S20,000 for the orchard. These men 
also sold enough timber from the prop- 
erty to pay for it several times over. 

Another orchard of 280 trees in the 
same locality sold SI, 100 worth of peaches 
one year and SI, 000 worth of peaches 


Company, which has purchased a tract 
of 1,200 acres, having the greater por- 
tion of it planted to trees. To show 
their faith in the proposition, they have 
already built a narrow gauge railroad to 
the property from Keyser, West \'irginia. 
at a cost of something like S100,000. 

were sold the following year from this 
small tract. 

Another very successful peach grower 
in Hampshire County purchased the 
farm on which he now lives ten years 
ago for S3,400. There are 450 acres in 
the farm. About 150 acres of this have 



been planted to trees which are producing, 
and the owner has refused -125,000 for 
his property. 

Another grower sold $400 worth of 
peaches from forty Elberta tr,ees in one 
year. One of the larger companies which 
has been incorporated for fifteen years 
has paid 450% in dividends. Examples 
such as these are not unusual and the 
fact that there are still thousands of 
acres awaiting development ought to 
lead to an enormous expansion of peach 
culture in West Virginia, where the soil, 
the climate and the markets make it 
possible to produce such profits as would 
be entirely out of the question in a less 
favored district. 

Something like twenty years ago this 
commercial development began in the 
establishment of the old Romney Orchard 
Company near that thriving mountain 
city where the Miller boys, as they are 
familiarly spoken of, began their work 
of pioneering this big business. Many 
other strong companies and individuals 
as above indicated have fallen into line, 
thus swelling the volume of the under- 
taking from year to year. 

The undertaking has not been without 
its reverses and its difficulties. Many 
serious problems have been confronted 
b}' those engaged in the work, but these 
have been met and solved as they have 
arisen and the bad breaks which have 
come to those engaged in this business (as 
they do to those engaged in any big 
business) have been bridged over with 
patience, ingenuity and success. The soil 
problems had to be discovered and solved. 
Diseases which are common to this fruit 
began and have continued in the midst of 
these orchards, but they have been thor- 
oughly studied and have been brought un- 
der successful control. The transporta- 
tion facilities have improved all the while 
and the Baltimore and Ohio Railroad 
Company and the express company doing 
business on its lines have always shown 
themselves thoroughly in sympathy wdth 
the Avork of the growers and have uni- 
formly been ready with every facility 
for handling the crop in a successful and 
satisfactory w^ay. 

It should be understood that the num- 
ber of trees which has become old enough 

to yield fruit has increased from year to 
year, but that in some years in the past 
a portion of the crop has been injured 
by frosts and drouths. This year, how- 
ever, it was ascertained that, because of 
the increased number of trees and the 
freedom from injury, the crop would be 
larger than it had ever been before. 
It should be a source of pride to those 
interested in the operations of our 
Company to be familiar with the skill 
and activity of the work done under 
the direction of the general superinten- 
dent in the preparations for handling 
this bumper crop. Additional team sid- 
ings, extensions of sidings and the con- 
struction of additional warerooms and 
sheds were made wherever necessary. 
Also the operation of all necessary trains 
especially adapted to this work, and cars 
of the proper sort were put into com- 
mission. Each of these cars, of course, 
had to be iced and provisions for this 
were well handled by those in charge of 
the work. The scenes about the ship- 
ping stations with the numerous wagons 
and laborers engaged in the work of 
bringing in these crops and storing them 
in the cars which were ready, were both 
instructive and interesting. One of the 
very large orchards situated on the top 
of the mountains and a considerable 
distance from the railroad has shown 
great enterprise in the construction of an 
overhead trolley, w^hich is successfully 
operated in conveying the fruit direct 
from the orchard to the siding where it 
was handled directh^ into the cars. 

Most of the peaches in this section are 
shipped in carriers and Delawares. In 
some other regions a different form of 
package is used. The Delaware will be 
recognized by the reader as the half- 
bushel basket, which is a truncated cone, 
while the carrier is a larger vessel with 
small ten pound baskets stored in it. 
The peach, being a very perishable pro- 
duct, must be handled quickl^^ It can- 
not be allowed, as in the case of apples, to 
hang on the tree a minute too long and 
it must not be delayed in transit or it 
will be lost. The handling in the 
orchard must be the best in order to 
insure success. The fruit is brought by 
the pickers to certain points in the 


orchard and is tlicrc classiticd and i)a('krd 
carefully by those most skilhnl in tlic 
work. And to those jirowers wlio jjjive 
best attention to this phase of the sul)ject 
come always the best j)ri('es. Fine* con- 
dition ^oes a lontr ways towards insuring; 
a (luick and g;ood buyer at the markets. 
It is an interesting sight to witness the 
gathering, classification and packing of 
a large fruit crop. In single orchards 
several hundred men at one time will be 
busily employed in this work. Then the 
wagons and other convt\vors are intensely 
occupied in moving tlu^ packages to the 
cars \\ith the least possible injury to the 
fruit . All of this involves the employment 
of a large force of people and the exercise 
of executive ability in bringing about the 
best results with the greatest economy. 
It is then up to the railroad and the 
commission men to do the rest. 

The writer recently visited several 
large markets and made inquirj' about 
the delivery of such products as peaches, 
tomatoes and other vegetables over the 
lines of our C\)m]:)any where quick transit 
and good handling are essential. The 
service was commended everywhere as 
not only good but much improved. One 
of the very large commission merchants 
in Pittsburgh spoke verv highly indeed 
of the efficient service supplied by the 
Baltimore and Ohio Railroad. Special 
uKMition was made of the excellent con- 
dition in which tomatoes from the (^hio 
River Division were received, so much so 
that they could be still further distrilnited 
even as far west as Chicago with entire 

It is a noticea})le fact that not every 
good grower of peaches is a good seller. 
Many growcTs have their energies and 


al)ility and financial n-sourco «'iiliirl\- 
taken uj) in tlie i)roduction and deliv<-r\ 
of the crop to the railroad. At thai 
point some of them seem to be at the ond 
of their string. They have neither ex- 
perience or knowledge in marketing 
sufficient to enable them to get the best 
results from their ])roduct and here tiie\ 
are confronted with the same problem 
that confronts the producers of all food 
])roducts throughout the country, namely, 
the i)r()])er (listril)Ution and the siwcessful 
marketing of their crops. Indeed. th< 
successful distribution involves intelli- 
gence and ability of as peculiar and high 
an order as does the production of these 
crops. So well is this fact recognize*!, 
that the Ijiited States Government 
has already exerted itself (juite exten- 
sively and with a rapidly expanding 
force of experts to help solve a part nr 
the whole of this great problem. A 
close, well organized cooperative asso- 
ciation for handling the purchase of 
their general supplies and the sale and 
delivery of their crops, ought to work 
out greatly to the benefit of the grower^ 
of this region. 

Owing to business conditions and tin 
many hurtful infiuences l)rought upon u- 
by the wars, the growers have not 
realized the profit from this great cro)) 
which they had a right to expect, but 
these things could not be prevented. 
However, taking it all in all, the cro]) 
has l)een produced and sold with much 
skill and. under the circumstances, with 
considerable satisfaction. It is believed 
that the growers will immediately 
set about an increase and an improve- 
ment in their ]^roduct for the cominii 



Prevention of accidents is prevention of suffer- 
ing. Why not be careful ? 

Boost for Safety 



"Ho! A Song by the Fire!" 

Glee Club of Baltimore Employes Has Auspicious 



TiHERE is no form of entertain- 
ment that appeals to so many 
W^i people as the enjoyment of good 
^'^^ ' music. With this idea in mind 
and a strong personal desire to meet 
more of their fellow employes in Balti- 
more, and to have the opportunity of 
exercising their somewhat limited musical 
talents in male choral singing, a few of 
the Baltimore boys got together on the 
afternoon and evening of October 1st to 
formulate plans for the organization of 
the Baltimore & Ohio Employes' Glee Club. 
The enthusiasm at this meeting was so 
spontaneous and the promises of support 
so reassuring that it was decided to en- 
gage the services of Mr. Hobart Smock, 
of Baltimore, to conduct the .singing. 
And the kind offer of Mr. W. H. Morriss, 
secretary of the Central Y. M. C. A. of 
Baltimore, of the use of the assembly 
room in the building at Cathedral and 
Franklin Streets, was accepted with 
thanks, the following Monday evening 
being set for rehearsal. 

As is usual with such an innovation, 
the number of men who came up for 
voice trial at the first meeting did not, to 
say the least, make the assembly room 
at the Y. M. C. A. building look too 
small to hold them. However, up to 
this writing, November 11th, over ninety 
men have had their voices tried, and it 
is confidently believed that at least 
sixty of these fellows will continue the 
work and fun, for work and fun it is, 
during the winter. 

The first requisite for the success of 
any organization is enthusiasm, and no 
one who was present at the meeting of the 
club on the night of November 9th, 
would gainsay the statement that the 
fellows there were enthusiastic. 

The second requisite for a good Glee 
Club is good sing(^rs, and we are fortunate 
in having a few fellows who have train(Ml 
voices and others with voices of good 
natural quality. However, good singers 
can always be made where there are 
voices and plenty of spirit, and as before 
stated, we feel that we have the latter 
quality in full measure. 

The third essential of a good club is 
inspiring leadership, and anyone who has 
seen Mr. Smock in action will agree that 
he is the soul of inspiration, ability and 
hard work. In fact it is doubtful if the 
club could have secured the services of 
a better man anj^vhere. 

IVIr. Smock says that we have made 
splendid progress in our work to date. 
Seven songs, all told, have been re- 
hearsed, including two of humorous 
character which are already in such shape 
as to enable us to sing them in public, 
and one splenchd bass solo ^^^th choral 
obligate, which will be sure to make a 
big hit. Mr. Hiss, of the Auditor Pas- 
senger Receipt's office, has very kindly 
given us his services as accomi)anist. 

On the night of January 18th the 
Glee Club will make its first pui)lic 
ap])earance at the annual dinner of the 
Baltimore <fe Ohio Veterans' Association, 




and plans are now being perfected for 
the first concert to be given by the club 
for all Baltimore & Ohio employes who 
care to attend. It is exJ3ected that a 
dance will be given in connection with 
this concert. It is also hoped that a 
club night can be arranged periodically, 
at which local employes of the Company 
can attend to listen to the rehearsals and 
to join in a brief social hour afterwards. 

The finances of the club are in good 
shape, the dues 
by common con- 
sent having been 
set at fifty cents 
per month per 
member. One 
of our officers, 
w ho was a p - 
proached before 
the organization 
meeting of the 
club, very gener- 
ously subscribed 
twenty-five dol- 
lars toward its 

The club is 
run on an abso- 
lutely demo- 
cratic basis. On 
the night of 
November sec- 
ond, after the 
regular rehear- 
sal, the following 
officers were 
elected : Presi- 
dent, Edmund 
Leigh, general 
of pohce; vice- 
president, Doug- 
las Elphinstone, 
loss and damage roadman ; secretary, 
Robert M. Van Sant, editor Employes 
Magazine; treasurer, B. H. Anderson, 
secretary to general inspector transporta- 
tion and superintendent telegraph. An 
executive committee, the membership of 
which represents each department affih- 
ated with the club, was appointed as 

B. H. Anderson, telegraph department; 
R. J. Binau, motive power department. 



Mt. Clare; R. J. Doyle, loss and damage 
bureau; J. F. Eareckson, third vice-presi- 
dent's office; H. H. Godfrey, freight 
claim department; C. F. Hopkins, car 
service department; E. M. Hoosen, freight 
tariff department; C. X. Hale, auditor 
passenger receipt's department; W. J. 
Hubback, auditor sub-lines office; A. S. 
Hardwick, transportation ; L. J. Hennessy, 
Camden freight agent's office; W. A. Horn, 
transportation; E. E. Johnson, Mt. Clare, 

mechanical engi- 
neer's office; E. 
Leigh, Sr., gen- 
eral superinten- 
dent of police; 
E. Leigh, Jr., 
Locust Point; 
CO. Lutz, engi- 
neering depart- 
ment ; C . J , 
Lehmen, print- 
ing department, 
Mt. Clare; E. L. 
M c C a h a n , 
Riverside; H. C. 
Michael, test 
department, Mt. 
Clare; J. H. Rig- 
gan, loss and 
damage bureau; 
H. N. Stein- 
kamp, car ser- 
vice; W. L. 
Straughn, audi- 
tor merchandise 
receipts; L. E. 
Stille, Riverside 
shops, foreman 
airbrakes; G.M 
Tew, tool room, 
Mt. Clare; C.K. 
freight claim de- 
partment; R. M. Van Sant, Magazine; 
J. E. Waugh, storekeeper's office; P. H. 
Wenzel, relief department. 

The club has already had a con- 
siderable amount of publicity among 
employes all over the System, several 
letters having been received in which 
tentative requests were made that we 
provide entertainment at various meet- 
ings of Company employes, and although 
no definite plans have been made looking 



to th(^ organization of similar ciuhs at 
divisional })()ints and clscwhcro on the 
System, it is cxpcM'tiMl that the success 
of the parent or<>;;iuization will stinnilate 
activity of this nature at otluu* placets 
in addition to Baltimore. 

As an infant ortranization the club 
needs the good will and th(^ hearty 

support of all Pialtimorc iV ()lii(» ciu- 
j)loyes. The purj)oses of the cluh arc 
solely to >timulate inten^st in nnisic, 
])r()vide healthful recreation for the mem- 
l)ers and their friends and to promote 
s()citd)ility and good fellowsliip, so all m 
us can afford to l)e booster^ and in (ri\c 
it our hearty suj)port. 

A Collect for Thanksgiving Day 

By Edwin Markham 

I THANK Theo. Father, for this sky 
Wherein Thy little sparrows fly; 
For unseen hands that build and break 
The cdoud-pavilions for my sake — 
This fleeting beaut}', high and wild. 
Toward which I wander, as a child. 

I thank Thee for the strengthening hills, 
That give bright spirit to the rills; 
For blue peaks soaring up apart 
To send down music on the heart; 
For tree-tops wavering soft and high. 
Writing their peace against the sky; 
For forest Tarings that have been; 
For this fall rain that shuts me in, 
Giving to my low little roof 
The sense of home, secure, aloof. 

And thanks for morning's stir and light, 
And for the folditig of night; 

For those high deities that .spread 
The star-filled chasm overhead; 
For elfin chemistries that yield 
The green fires of the April field; 
For all the foam and surge of bloom; 
For leaves gone glorious to their doom — 
All the wild loveliness that can 
Touch the immortal in a man. 

leather of Life I thank Thee, too 
For old accpiaintance, near and true — 
For friends who came into my day 
And took the loneliness away; 
P'or faith that held on to the last; 
For all sweet memories of the past — 
Dear memories of my dead that .send 
Long thoughts of life, and of life's end — 
That make me know the light conceals 
A deeper world than it reveals. 

Personal Injury Reduction 

Standing of Divisions, showing progress made in personal injury reduction (killed 

and injured) for month of September, 1914, compared with same 

month of 1913. EMPLOYES ONLY 


New York 

Cleveland -rz, ^ 

New Castle 4K^ 

Chicago Terminal . 32 ^\' 

Mt. Clare Stores Dept. 29^; 

Newark 27^;^ 

Connellsville 2¥'c 

Toledo 2K> 

Delphos 20% 

Cumberland 16% 

Philadelphia 14% 

Baltimore 12^7 

Ohio River. 

Decrease Indiana 

Martinsburg Shop 




Mt. Clare Shops 
Illinois . . 



10^ / Decrease 





Total for All Divisions 
No personal injuries September, 1913 or 1914 

9' / Decrease 

T No decrease or increase 

A Good Bulletin— Read It! 


Office of the Division Operator, Pittsburgh, Pa., October 1, 1914. 

All Operators, Agent-Operators and Levermen, Pittsburgh Division: 

During the month of September, 1914, following appointments were made: 

Bruin Agent-Operator G. F. Butler. 

Demmler. . . 1st Trick F. B. Billups. 

Demmler. . .3d Trick W. R. Skinner. 

Discipline for Month of September 

One dismissal — for violation of Rule "G. 
August, but not as good as we can make it. 

Quite an improvement over 

Rule ''C 

We are sorry to record again a dismissal for violation of Rule '' G." What 
does a violation of this rule mean? 

A Lost Position. A Disgraced Mother. A Broken-He arted Wife. A 
Hungry Child. 

Can you afTord it? 

You boys who have knowledge of a violation of Rule "G," — can you afford 
to let it pass by without a word cf advice to the offender? 

A few kind words spoken at the right moment may save him his position. 

Men — Treat intoxicants as you would treat any other Enemy that seeks 
to destroy your life and home. 

Safety First 

I am pleased to know that a majority of the operators are in sympathy 
with the Safety movement. But what are you doing outside of sympathy to 
further the movement? Why not organize a Safety Club on each District, 
meet once a month to discuss Safety matters, take minutes of the meeting, 
forward copy to me and I will read them to the Divisional Safety Committee 
at their regular monthly meeting? We are glad to receive your sympathy, but 
we need something else — we need your active service — we need workers. 

"Good intentions do not pay bills: 
It is easy enough to plan: 
To wi5=h is the play of an office boy: 
To do is the job of a man." 

Homes for Operators on Easy Terms 

A supply of circulars, explaining how this can be done the benefits to be 
derived and the easy plan, as issued by the Baltimore and Ohio Railroad Com- 
pany, Relief Department, Savings Feature, are in the hands of the freight 
agents at Pittsburgh, Pa., Junction Transfer, Pa., and Allegheny, Pa. Those 
of you who do not own your own home, write at once for a circular. 


Operators who have not been furnished with envelopes. Form 386 A. IT., 
should order a s"pply on next requisition. 

Your attention is also called to the misuse of ' Mailgram" envelopes. 
These enveh pes are to be used for "Mailgrams" only, and should be forwarded 
to the manager of the telegraph office at point of destination, and not to 

Block Rules 

Departure from Block Rules can be made only by written instructions signed 
by the superintendent, train order, or special instructions contained in time-table. 

Yours truly, 

G. W. C. Day, Division Operator. 


The Panama-Pacific International Exposition 

Installation of World Display Well Under Way 

By Hamilton W. Wright 

E T.I] YEN hii^-o exhibit palaces have 
been conipleted at the Panama- 
Pacific International Exposition 
at San Francisco. Altogether 
there will be thirteen main structures on 
the Exposition ground and an auditorium 
to seat 12,000 ])ersons and to cost more 
than $1,300,000 is under construction at 
the civic center of the cit3\ 

The result of the work fulfills every 
expectation of the famous architects to 
whom was entrusted the exposition de- 
sign. To blend into and fit in with the 
impressive natural surroundings of the 
site at Harbor View, the hills that en- 
circle the grounds on the south, east and 
west, the harbor on the north, with its 
islands, and beyond the Golden Gate, it 
was planned to produce a single superb 
architectural effect, and the plan has been 
carried out. 

The exposition grounds which face the 
harbor for almost three miles are occupied 
by three great groups of buildings. In 
the center are the exhibit palaces; upon 
the east is the amusement section de- 
voted to the pavilions of the forty 
nations that are to take part, and to the 
buildings of the American states. This 
is one of the most interesting portions of 
the grounds, and many of the huge 
foreign ])avilions and state buildings are 
almost finished. 

In the center group, eight of the ex- 
hibit palaces are joined in a rectangle. 
Four of the buildings face upon a forty 
feet wide esplanade upon San Francisco 
harbor and four face the South Gardens 
between the main groups of buildings 
and the I^xposition boundaries. The 
four buildings facing the harbor from 

252.000 $350,445 

314.000 4S1,G77 

328,633 425,610 

236,690 342,551 

east to west are: Palaces of Mines and 
Metallurgy, Transportation, Agriculture 
and Food Products. To the south, com- 
pleting the group, are the Palaces of 
\'aried Industries, Manufactures, Liberal 
Arts and Education. The buildings are 
identical in height. Their arcliit ert ure 
as seen from afar, is also similar, and it is 
only when one gets close at hand and 
within the courts, that the divergencies 
are apparent. 

The dimensions and cost of the eight 
buildings are: 

Mines and Metal- 
lurgy 451x579 

Transport at ion . . 579x614 

Agriculture 579x639 

Food Products. .424x579 

Varied Indus- 
tries 414x541 219,000 312,091 

Manufactures . . . 475x552 2:34.000 34 1 ,069 

Liberal Arts. .. 475x585 251,000 344.180 

Education 394x526 205, 100 425,610 

Flanking this group of eight structures, 
upon the east is the Palace of Machinery, 
costing more than 8000,000. This was 
the first of the exposition palaces to be 
completed. Its interior arrangement 
consists of three north and south aisles, 
each 136 feet in height and 70 feet in 
width, extending the entire length of the 
building, 907.8 feet. Three transverse 
aisles, each 120 feet long and 75 feet wide 
run east and west through the cent(U' in- 
tersecting the north and south aisles. 

Flanking the group upon the west, is 
the ])alace of Fine Arts, which is sepa- 
rated from the groups by a lagoon which 
it partly envelopes and which is bordered 
by flowers, shrubbery and trees, giving tli(^ 
effect of a forest lake in the tro])ics, 
fringed with rich shrubbery and plants. 




The building describes an arc 1,110 feet 
in its outside perimeter and its area is 
205,000 square feet or nearly five acres. 
The Palace of Fine Arts is of steel and con- 
crete and is fire and burglar proof. 

Opposite the Palace of Education, in 

the exposition. Kaleidoscopic lights 
from within will play upon the glass, 
giving the giant sphere the effect of a 
huge iridescent soap-bubble. South of 
the Palace of Varied Industries and also 
in the South Gardens, Festival Hall, a 

This is opposite the Palace of Machinery. The exposition gives the effect of permanency and as though its construction 

had taken many years 

the South Gardens, is the great Palace of 
Horticulture. This large structure covers 
approximately five acres, and in archi- 
tecture is Saracenic. Its most prominent 
feature is a steel dome 186 feet high and 
152 feet in diameter, covered with wire 
netting glass. The dome is surmounted 
by a half -globe "the flower-basket," 26 
feet in height and weighing twenty-eight 
tons. During the Exposition, the half- 
globe will be planted with flowers of all 
kinds. At night the dome will become 
one of the most spectacular features of 

rendezvous for conventions in 1915, is 
under construction. 

The eight exhibit palaces, forming the 
rectangle, are divided by three avenues 
running north and south and one east and 
west. At the intersection of the east and 
west avenues with the north and south 
avenues, lie three great inner courts, the 
walls of the four exhibit palaces sur- 
rounding each court being indented to 
form vthe oval of the court. 

In the center of the group, is the great 
Court of the Universe; on the west, 

'I'm; HAi/ri.MoKi'. and oiiio l:MlM.()^ i:s maca/inI' 

l)arall('liii<i; the ( "oiirt of the I'liivci-x'. the 
Court ot" \\\v V\nu' Seasons. aii<l on the 
west side is the Court of Abundance. 
X'ast colonnades encircle th(> courts, run- 
nina; from their openin«;s on San I-'rancisco 
harbor back to the courts tlieniselv(»s. 
I'roni ahnost any point of view the visitor 
while traversing the courts will ^lun Hash- 
inij; <;linips(\s of the blu(* b(^tw(MMi the loft\' 

The Court of the Uni\('rse is 7")() feet 
wide by 900 feet long, and resenil)l(>s 

\aults of the corridctrs arc ull iainai-iiic 
blue. The colunnis are the shade of the 
exhibit palaces, a faint ivory >-ellow; the 
color of imitation Travertine marble. 
The columns of the Court of the lour 
S:\isonsare Roman-b)nic. modifiecl with 
a touch of modern detail. This court is 
o 10 feet square and ojx-ns to the north 
on San Francisco hai'bor b\' a colonnade 
avenue 473 feet long and 1 7;> feet in 
width. Through a i)as.sage in a great 
nich(^ or half dome at the south end of 

The upper portion of this exquisite structure, which is 660x320 feet, is of Saracenic architecture. 

The (lonift sugRCst'^ 

the famous mosque of tlie Sultan Ahmed I of Constantinople. The lower portion is adorned witli the decorations of tlu 
Eighteenth Century French Henaiss-incc. The dome, which is 1,S5..5 feet in height and 152 feet in diameter, consists of a 
steel framework covered with opalescent glass made in Austria. Hy day the sunshine through the dome casts an opales- 
cent light in the vast conservatory beneath; by night colored searchlights plaving on the dome from the interior will 
make it visible for a great distance. 

somewhat in shape the great plaza ai> 
proaching the C hurch of St. Peter at 
Rome. The effcu't of th(» court is mag- 
nificent. Corinthian cohnnns encircle it. 
The walls of the palace behind the columns 
iivv colored a burnt sienna, while the 

the court it opens into the ( "ourt of Palms. 
The east court or Court of Abundance, 
is similar in size and sha])e to the Court 
of the Four Seasons. An arcade, domi- 
nated by a great oriental tower, 270 feet 
in height. uj)()n the north avenue of the 



court, encircles the court. Between the 
courts, along the intersecting east and 
west avenue, are great open patios, 
where the ornamentation of the walls of 
the palaces is very lavish. The patios 
are cut off from the courts by huge colon- 

windows recall those of the great monas- 
teries. Indeed several of these are re- 
plicas of portals in famous Spanish 
monasteries. Repeated groups of statu- 
ary, lofty Corinthian and Ionic columns, 
stately portals, and a profusion of orna- 

, Jliij^Ja; ■, i 

' laiiaiiioiaiJLj ;Fi:«i.-«^iS \ 

mmmcm'i^^ ' 


To the right may be seen a portion of the great triumphal arch of the Rising Sun, crowned with a group suggestive of 
the Orient, an elephant as its main figure, and camel riders, Arabs, Mongolians, priests and slaves completing the group. 
The portals of the Palace of Liberal Arts are richly decorated in Spanish Renaissance. This photograph gives a compre- 
hensive idea of the vast size of the building but no idea of its brilliant coloring. Eight of the exhibit palaces of the main 
group are identical in architecture and height and almost indentical in their dimensions. Their facades facing upon the 
South Gardens are similar, producing a single architectural theme 

nades, so that each presents a distinctive 
scheme of color and decoration. The pre- 
vailing decoration of these vast open 
aisles is Pompeian with shades of green, 
terra cotta, robin's-egg blue and Vene- 
tian-red, blending in marvelous mosaics. 

The outside walls of the central group 
of eight palaces form an almost continu- 
ous facade. Throughout the entire ex- 
tent of the group, its circuit is unbroken 
save by huge highly decorated portals 
and entrances to the exhibit palaces, by 
the openings of the courts upon San 
Francisco harbor and by the two minor 
courts that open upon the South Gardens. 

Throughout the circuit of the vast en- 
circling facades there is regularity in the 
architecture. In the walls of the stately 
palaces are green latticed windows with 
a wealth of gold and terra cotta, showing 
behind the network of the green. The 

mental trees (some of them fifty feet in 
height) and shrubs contrast with the 
prevaiUng ivory tint of the walls, lending 
life and beauty to the ensemble. 

And in this great shell, which is to 
house the exhibits of the world, will the 
world's progress be worthily exemplified. 
The exposition in its beauty and brilliancy 
and in the extent of its participation and 
exhibits overshadows every commemora- 
tive and educational exhibition in the 
history of the world. 

Much interest has been evidenced in 
all parts of the world as to what the effect 
of the European war would be in so far 
as the exposition is concerned. Early in 
August, in response to inquiries from all 
parts of the globe, the management of the 
exposition announced that the celebra- 
tion would not be postponed. The de- 
velopment of events since that time, in 

THK HAi/riMoin': and oiho i-mtlovks maca/ink 


tluMi- Halation to the exposition, all tends 
to confirm the wisdom of that orit2;inal 
decision. WIkmi the decision was m:id(\ 
no word had been received from any 
Kuropean nation as to wliat effect the 
European war would have u])()n its ])lans. 
Recently, howev(^r, it has become evident 
that many European nations will be rep- 
resented at San Francisco. 

So rapid has been the progress in the 
construction of the city of foreign gov- 
ernment pavilions and j:)alaces to the west 
and south of the Palace of Fine Arts 
during the first seven weeks of the 
Iun'oj)ean war that each of them appears 
to l)c making an extra effort to surpass 
its neighbor. Of the forty foreign gov- 
ernments which haxv committed t hem- 
sieves to particii)at(\ not one has with- 
drawn. On the contrary many have 
aj^plied for more exhibit s]:)ace, and som(> 

The beautiful pavilions of Sweden, 
Bolivia, the Philii)])ine Islands and C'ui);i 
are from eighty to ninety jicr cent, com- 
pleted. Those of Honduras and Canada 

the latter a huge structure to be filled 
wholly with (lis]ilays from Canada and 
moving i)icture halls — are finished. The 
(lerman Kali Syndicate building, coii- 
struct(Ml in part by the German govern- 
ment, is more than half finsihed, as is the 
Holland pavilion, which is set in a large 
garden. The huge Chinese building,' as 
well as the two mosque-like buildings of 
the Ottoman Empire, are nearly half 
completed. The three government build- 
ings of Japan, to be set in a four acre 
garden, are being built in Japan, to be 
sent ''knocked down" and erected be- 
tween the ])alaces of Cuba, Denmark and 
I'rance, one of them })eing an ancient tem- 
pl(\ Australia and New Zc^aland are rush- 

The.^e uarclens lie between the main exhibit palaces and San Francisco harbor. This picture sives a vision of the vu-^t 
wailed city, the superb main eroup. seen from a distance, presentinu a sinnle architectural theme. The entrances of four 
of the main extiihit palaces facing on the harbor are similar, consistiniz of three archways entering upon a vast vestibule 
and surmounted by rich ornamentation. In the center niche is the fiuure of a Spanish" con<iuistadore, wljile on either 
side are pigantic figures representing a Pirate Theme. 

have greatly increased tli(Mr ai)i)r()i)ria- 
tions. Si)ain, France, Italy, Holland. 
Japan, China, Sweden and other nations 
in tlu^ war zone have officially notified the 
exposition that they will ])roceed with 
their buildings or exhibits dt^spite the war. 

ing their buildings, which are over twenty- 
five per cent. comi)lete(l. The ( 'hilian and 
Peruvian buildings will flank that of New 
Zealand, while Italy, Brazil and Argentine 
surround Turkey on three sides. 

Within ten davs after the war broke 



out Holland had increased its appro- 
priation from $100,000 and ordered that 
construction be rushed upon the great 
Netherlands pavilion, immediately ad- 
joining the Palace of Fine Arts. 

The Persian display has been assembled 

The Grand Duchy of Luxemburg de- 
spite the war has prepared and shipped a 
marvelous exhibit of unnamed roses to 
compete for the e$ 1,000 prize for the 
Panama-Pacific International Exposition 
Rose. The Netherlands for its great 

In the foreground is the beautiful Avenue of Pulins, which runs east and west through the length of the South 
Gardens that lie between the exposition boundaries on the south and the exhibit palaces. To the north the exhibit group 
faces upon the North Gardens, a vast stretch of green adorned with statuary and fountains on the shores of San Francisco 
harbor. In the South Gardens are tulips brought from Holland since the war began; giant tree fern? from New Zealand; 
rhododendrons from England and many other plants. Hundreds of thousands of tons of fertile river bottom earth have 
been brought from the Sacramento Valley so that the vegeiation might become established by the opening of the 

at Teheran and is ready for shipment. 
Spain, which had not decided toparticipate 
officially before the war, has since voted an 
initial fund, $100,000, for participation. 

England, Germany and Austria will be 
represented by individual exhibitors or 
by associations of exhibitors. Norway is 
proceeding actively with her plans and 
Denmark broke ground for her pavilion 
the first week in September. The Argen- 
tine Republic, in view of the new trade 
alignments between the American con- 
tinents, has increased its appropriation 
from $1,250,000; Italy has ordered con- 
struction rushed upon her pavilion. Since 
the war broke out important publications 
in France have written the exposition for 
illustrations and data. 

government horticultural exhibit has 
asked for and has been granted 52,000 
square feet of space, and the plants are 
being assembled in seven different cities 
in Holland under the supervision of gov- 
ernment experts. Japan has asked for 
8,000 additional square feet of exhibit 
space for her horticultural exhibit, mak- 
ing altogether in the competitive hor- 
ticultural exhibit a total of 12,000 
square feet. This is in addition to a four 
acre garden. Japan will be represented 
upon a vast scale in all the exhibit 
palaces. Cuba has asked for additional 
space, and is making elaborate arrange- 
ments for her $250,000 display. 

Before the attitude of the exposition 
itself was known, France cabled that her 

/ V / / / 

THK Tv\i;riM()iii: ano oiiio i:mim,()Vi:s maca/ixk r>i 

|)l;in> ucff uiicliaii.u;c<l. Aside iVoin the While llicic i^ ii(»\\ ii(t(|<>ul)t tlial many 
action of the I'ihmicIj Ivxpositioii ('oni- l']un)|)eaii nations will he re|)resente(l at 
mission the athletic department ol the the exposition, it is apparent that in ad- 
exposition has received word from dition, there will he an unprecedented 
I'^rancc that they will he rc])rcsentc(l in rei)resentation from South America and 
the athletic events. rn(l()u])t(vlly some the Orient, as well as from ('entral 
of the entries on the athletic sports' America. 

prog;rani will not he filled, and some of The exi)osition has hecome ver\ im- 

tlie art treasures intendcul for the Palace j)ortant in an extraordinary economic 

of Fine Arts will not l)e shown at San situation. Manufacturers and exhihitors 

Francisco IxH'ause of tlu^ war, hut not h>' from South America and the Orient are 

any means the majority or the most im- preparinji for liheral rej)resentation. 'Co- 

j)()rtant of them, and \\w\\^ are nian>- cliin China, Indo China and Siam, the 

factors in tlu^ situation which will more l*hili))))ines and many of the states of 

than compensate for these losses. India and South Africa ar<' he<iinniii<i 

Sinc(^ the war i)roke out th(Te has heen their preparations, 
a very sharp increase in the demand for In rejiard to attendance traffic man- 

(^xhihit space from the manufactur(Ts of agers are of the o])inion that the iMiropean 

the I'nited States, South AuKTica and the war is likely to increase travel to Cali- 

luu'opean nations not at war. fornia in 1915 rather than to reduce it. 

if 5^ 

p M By F. J. Angier 

5^ S^ 

"M m . 

^ 5^ IN 1903 the city cf Sheridan, Wyoming, gave one of its famous "Frontier Cele- 

^ ^ I Orations." Among other attractions advertised was a bucking broncho contest, 

g g •*• and as it was desired very much to get a good picture of a bucking horse, 

jjK Jig photographers from Omaha, Lincoln. Denver and other cities attended the celebra- 

^ ^ tion for this purpose. 

5ig j| I really did not expect to get a picture, but with some other friends decided to 

^ ^ make an effort and we loaded our cameras and secured as good positions as possible 

^ M at a reasonably safe distance. 

^ ^ The horse shown in the picture had never been ridden before. I do not recall 

^ ^ its name or the name cf the rider, but I do remember that they had considerable 

5^ $g diflBculty in getting the saddle fastened. When it was finally secured the rider leaped 

^ ^ in, and at the same time horse and rider went up into the air. 

f5^ Every camera was snapped and every photographer hastily retreated to a safe 

^ distance. It seemed to me that the horse had a particular grudge against me because 

^ M he came directly in the path which I took to get away from him, and within a very 

S^ 5^ short distance he overtook me but, fortunately, a little out of the direct line, and 
thus I escaped being run down. 

Not a single good picture was taken of this broncho busting by the other 

W M photographers and I thought, of course, that I had secured nothing and did not 

^ 2| develop the plate for several days. When it was developed and it was found that a 

jg 5jg good picture had been secured I had it copyrighted. Hundreds of pictures were 

^ ^ made from the plate and it attracted a good deal of attention, not only in the vicinity of 

^ 2| Sheridan but throughout the country, and many papers and magazines reproduced it. 

^ ^ I made up two or three and sent them to our congressman, Mr. Mondell, and 

^ M asked I im to present a copy to Theodore Roosevelt, who was then President. Mr. 

og Sig Mondell did this, and in a short time I received a letter cf thanks from William 

^ g Loeb, Jr.. Mr. Roosevelt's secretary, with a copyrighted and autographed photograph 

H ^ of the President. Tnis, of course, I prize very higaly. 

The Cover Picture 

s^ m 

The New Bascule Bridge over the Calumet 

River, Chicago 

By Oscar Wacker 

Car Distributor, South Chicago 

HE new bridge across the Calu- 
met River at South Chicago, 
was put into service on Monday, 
September 28th, 1914. Train 


No. 8, the first passenger train to use the 
the new structure, crossed at 11.55 a.m. 
This bridge is the largest single leaf 
Bascule span in the world, the movable 
span being 235 feet long. Thirteen hun- 
dred and fifty tons of structural steel, one 
hundred and fifty tons of machinery, and 
twenty-two hundred tons of concrete 
counter weight go to make up this mon- 
ster piece of machinery. 


In June, 1906, the City Council of 
Chicago passed an ordinance requiring 
the Baltimore & Ohio Railroad to elevate 
its roadbed over the streets on each side 
of the Calumet River. This would have 
necessitated the raising of existing draw 
span at the Calumet River, but in Jan- 
uary, 1910, the War Department of the 
United States Government ordered the 
railroads crossing the Calumet River at 
this point to provide a better channel for 
the passage of boats. A clear channel of 
140 feet was demanded in place of the old 
channel of eighty-five feet. This order, 
of course, made necessary the construc- 
tion of an entirely new bridge. 


■mi: PAi.TiMOHi: wn oiiio i:mim,()Vi:s m\(;.\/ixk 


There existed tit the (M-ussiiiu; in \\)\() 
throe draw ypans whieii carried the tracks 
of the Baltimore cV: Ohio, L. S. ct M. S. 
and the P. F. W. & C, respectively. 
These bridges, when o])ened, only clearcMl 
each other at the ends l)y a few incluvs. 
The method of building the new bridges, 
therefore, had to ))e carefully worked out 
in order that traffic over the old bridgf^s 
should not be interrupted. 


(Photo by \V' >!'»<,■] 

The work on the foundations of the 
Baltimore & Ohio ])ridge was started in 
July, 1911, and completed the follow- 
ing spring. These foundations consist 
of twelve foot concrete cylinders, con- 
nected at the top ])y reinforced con- 
crete girders, and which extend to the 
solid rock at a depth of about seventy 
f(H't below the surface of the water. 

The erection of the sui)erstructure was 
started in Julv, 1912. and was com- 




pleted in the spring of 1913. The 
i>ridge was erected in the open position, 
and lowered after completion. As an 
example of the accuracy with which the 
work was done in the shop and in the field. 




it phould be noted that measurements 
takcft at the time the bridge was first 
lowered, showed that it was only one 
quarter of an inch out of line at the ex- 
treme end. 

The bridge is electrically operated with 
^two 140 horse power alternating current 
motors furnishing the power. A thirt}^- 
five horse power gasoline engine is pro- 


vided to operate the bridge in case of 
failure of the electrical power. 

The interlocking plant which is being 
installed at the present time is to be elec- 
trical throughout, and will be thoroughl}^ 
up to date in every particular. 

This valuable addition to the property 
of the Baltimore & Ohio Railroad was 
supervised during construction by J. E. 
Greiner, consulting engineer, Baltimore, 
Md. L. G. Curtis, district engineer at 
Chicago, had direct charge of the work in 


Left to right, G-corge Seifert, Chief Maintainer; F. J. Van 

Hyde, Train Director; Charles Gray, Day Bridge 

Operator; Charles McCarty, Day Maintainer 

the field, and was assisted by H. A. 
Field, assistant engineer of bridges and 
})uildings, Baltimore & Ohio Chicago 
Terminal Railroad, F. S. Harvey, resi- 
dent engineer, Baltimore & Ohio Rail- 
road, and William Hogan, supervisor of 
track, Baltimore & Ohio Chicago Ter- 
minal Railroad. The assistant train- 
master, W. F. Booth, arranged for the 
first train to pass over this bridge. 


A Personal Appreciation of 
Michael J. Corrigan 

By G. W. Andrews 

Assistant to Engineer Maintenance of Way 


•general inspcH'tor of tuniu^ls of 
the System, died at his lionu^ in 
(\iinberlaiul, Md., August 27th, 



1914. J^orii at 
County, W. Va., 
on March 23r(l, 
1856, :Mr. Corri- 
^iin came into 
t h e w o r 1 d a 
member of the 
great Baltimore 
& Ohio family, 
his father, Mat- 
thew Corrigan, 
})eing an em- 
])loye of this 
C'ompany as a 
masonry fore- 
man in charge of 
such work as the 
lining of the 
Kingwood, Paw 
Paw, Hitchcock 
and other tun- 

After being 
graduated from 
the parochial 
schools of Cum- 
berland, Mr. 
Corrigan entenn I 
Mt. St. Mary's 
College at Vau- 
mitsburg, Md.. 
and there built 
the foundation 
of a life that was 

pure, simple and loyal in all his relations 
to employes and fellow men. After leav- 
ing college, he entered the service^ of the 
C()mpany, February 1st, 1873, at CuuiIkt- 
land, Md., as a timekeeper in the rolling 


mill, at that time oiu'rateil l)\ ()\iv Ivoad. 
He was i)romoted January 1st, 1S7."). to 
shii)])ing ch^rk, and remaincMl initil the 
mill was closed April 1st, 1875, at which 
tim(^ he was furloughed. He returned 

to the service in 
1878 in charge 
of construction 
for the mainte- 
nance of way de- 
])artment on the 
Pittsburgh Divi- 
sion, holding tliis 
l)osition until 
April, 1883, when 
he was again 
furloughed by 
reason of the 

Early in 1888 
he returned to 
the service in 
charge of con- 
struction on the 
Pittsburgh Divi- 
sion, continuing 
in this cai)acity 
until Se])tember 
1st, 1892, when 
general insjiector 
of the construc- 
tion of the tun- 
nels on the Balti- 
more Belt Line. 
The character of 
this work was 
such as to reciuire keen judgment, iron 
nerve and the ability to act quickly. 
His services were .invaluable and as a 
reward h(^ was ai)i)ointed general ins]M'ctor 
of the tunnels of the entire System. 



From the time he assumed this posi- 
tion until his death, he rebuilt or re- 
paired every tunnel on the System. 

Among the tunnels he rebuilt are 
Henryton, Point of Rocks and Catoctin, 
Baltimore Division, Nos: 1, 3 and 6 of 
the Wheeling and Pittsburgh Divisions, 
Big or Fort Ritner on the Indiana Divi- 
sion of the Baltimore & Ohio South- 
western, Cambridge and Stewartsville tun- 
nels of the Newark Division and Nos. 2 
and 3 of the West Virginia and Pittsburgh. 
Most of this work consisted of changing 
timber lined single track tunnels into brick 
lined double track tunnels and all but two 
were built without diverting traffic. On 
many other tunnels the work was not only 
expensive but of an exceedingly dangerous 

Mr. Corrigan taught his men the 
necessity of exercising care an4 it can 

be truthfully stated that "Safety First" 
was his maxim long before any railroad 
adopted it. During his service as gen- 
eral inspector of tunnels there never 
occurred an accident which cost the 
Company one dollar or seriously injured 
an employe. When we consider the 
extra hazardous character of the work 
and the fact that nearly all of it was 
performed under traffic, this is a record 
that is not only remarkable but has not 
been equalled in the history of tunnel 
construction and maintenance. 

Personally magnetic and of a kind and 
genial disposition, Mr. Corrigan built 
up a friendship among the officers and 
employes that endured. We sympathize 
sincerely with his family, but. at the same 
time feel that there has passed to the Great 
Beyond a lovable man of whom it can truth- 
fully be said : " His work was well done. " 

The Speed Recorder's Job 

By B. H. Anderson 

Secretary to Superintendent Telegraph and 
General Inspector of Transportation 

VERY few people other than rail- 
road employes realize that the 
speed of practically every pas- 
senger train that is handled on 
the Baltimore & Ohio System is checked 
to ascertain whether the engineer ex- 
ceeded the limit on the division on which 
the train was handled and that there are 
installed on the passenger locomotives 
of this Company speed recorders, which 
record on a tape the rate of speed. 

When these tapes are transmitted to 
general inspector of transportation 
Selden at Baltimore, Md., there is noted 
upon them the train number, date, engi- 
neer and conductor's name and the 
points between which the engine handled 
the train. These tapes are checked at 

Baltimore and reports made to the 
general manager of excess speed, and 
at the end of each month there is com- 
piled a report which indicates the num- 
ber of times the various engineers df 
the respective divisions exceeded the 

It is the desire of the management 
that our trains shall be handled at a safe 
speed and the division people in working 
up their timetables indicate what, in 
their opinion, is a safe maximum speed 
for passenger trains. The introduction 
of the recorders is to see that that maxi- 
mum speed is not exceeded and to give 
patrons a safe and comfortable ride over 
the road. This is one of our most 
efficient ''Safety First" devices. 

Women are Easy Prey 

FOUK or five young; business 
wouKMi were dining too;ether one 
livening and one of the number 
recounted with considerable feel- 
ing the experience of a co-worker who 
had been robbed of her entire salary 
fifteen minutes after receiving it. She 
then proceeded to tell how she herself 
had felt a gentle tug at her hand bag 
while ascending in an elevator to the 
upper floor of a department store. Her 
hand bag hung ojien, and at her cry of 
alarm the elevator was stopped between 
floors and the man in charge ordered the 
occupants not to move. 

**Is your money gone, madam?" he 

Highly excit(Ml, the young woman gave 
a quick glance into the bag and seeing 
the roll of l)ills on top, forgot about the 
eight dollars change^ from a ten dollar 
bill which had been, not in the roll but 
near it. So she replied in the affirmative 
and the car discharged its passengers at 
the next floor. When, to reassure her- 
self, the young woman counted her 
money she realized that the thief had 
relieved her of the eight dollars which had 

been separate from the roll of bills. 
Upon reporting this to the head of the 
depart m(>nt she learned that a woman on 
the first floor had just been robljcd of 
forty dollars, presumably by the same 
thief who had descended on the next 
elevator going down. 

The conversation followed this channel 
for about half an hour, and during that 
time a sur]')rising number of cases of 
]")Ock(^t ]Mcking and ]:)urse snatching were 
described, each casebeingthe exi^erienceof 
a member of the grou}) ))resent or of 
some one of their friends or acciuaint- 

"I've learned one lesson at least," 
said the first s])eaker, "and that is to 
grip my shop])ing bag firmly i)y the clasp 
instead of dangling it from my hand or 
arm. Also, the next time 1 shall be 
particular to count my money on the 
spot instead of later, when the thief has 
slipped out of the elevator; but there 
will be no 'next time' if I can help it." 

The common ]iicki)ocket is perhaps 
the most familiar type of thief and also 
the hardest to guard against, l)ut pocket 
picking is only one of the methods em- 



ployed in robbing women. It is said 
that the devices used by thieves for 
robbing women are nearly always of 
the simplest nature imaginable. The 
methods, though simply, are calculated 
to cover a variety of occasions. The 
following ''Nevers" by William J. Burns, 
president of The Wilham J. Burns Inter- 
national Detective Agency, in The 
Ladies^ Home Journal, contain some 
valuable suggestions and are well worth 
careful attention. 

Never under any circumstances make 
chance acquaintances, especially while 

Never get excited over any demon- 
stration on the street; a person fainting 
on the street is a much-used ruse of pick- 

Never ask for information while on 
a journey except from uniformed officials 
of the railway or steamship company. 

Never start out on a journey to a 
strange city or town without previous 
information about a safe place to stay 
over night. 

Never answer an advertisement in 
person in a strange city without first 
thoroughly investigating the employer 
or agency, and never answer it at a 
private room in a hotel. 

Never lay down your pocketbook 
while examining goods in a store. 

Never place your rings or jewelry to 
one side in a Avashroom. Drop them in 
your purse if only for ten seconds. 

Never pin your money in a little bag 
on the pillow or bolster of your bed. All 
thieves look there first. 

Never leave any money or jewelry in 
a room with a window opening on a porch. 

Never take a servant into your home 
without references, and always verify 
the references. 

Never display money openly on the 
street or in any other public place. 

Never fail to make a loud demon- 
stration if attacked or accosted. Pub- 
licity is what people of this type fear 

Never permit any one to enter the 
house under the guise of gasman, in- 
spector, etc., without showing proper 

Never tell a stranger at j^our door 
that there is no one at home but yourself. 

Never sign a paper of any kind for a 
stranger or alleged agent without a 
thorough investigation. 

Never agree over the telephone to 
meet any one whose voice you do not 
recognize, or whom you know but 
slightly, at any place except a very pub- 
lic one, and then do not go alone. 

Never take a taxicab at night with 
two men on the driver's box. 

Never fail to take a careful look at 
the face of a person attacking you so that 
A^ou can identif}^ him later. 

Riverside Y.M.C.A. Annual 
Oyster Supper 


H, YES, I was raised in the Balti- 
more & Ohio." 

The speaker was a pretty, 
black-haired woman and she was 
waiting on the tables at the oyster 
supper given by the Riverside Baltimore 
and Ohio Y. M. C. A. Her reply was in 
answer to a question from one of the 
supper patrons and was immediately 
followed by a chorus of 


The effect, of course, was to make 
those present who were not so fortunate 
as to have been '' Raised in the Baltimore 
& Ohio," feel themselves the guests of a 
jolly big family whose members had come 
together after the day to join in a generous 
old-fashioned meal. Those who have 
had that experience know what a privi- 
lege it is to share the hospitality of a big, 
good-natured family, — the bigger the 

Between calls for coffee, oysters, salad, 
etc., were constant demands for: 

''More sour beans!" punctuated by 
frequent remarks such as: 

''My, but those beans are good!" 

' ' Have you tried them? They're fine. ' ' 

"Wonder where they came from," etc. 

"Mrs. Hile sent them, " said the pretty 
lady in charge, "she sent some last year 
and everybody wanted them." 

This year "everybody" may have 
them as often as desired, for through the 
courtesy of Mrs. Hile, whose husband, the 

Tin: ivM/n.MouK and oiiio i:mi'I,<)m:s macazim: 


late ( 'lirist()i)h('r \\\\v, was a l^altiinurc 
cV: Ohio (Mi^'iiiecr, the ri'fipc follows: 

"]^()il beans (^tlic kind ordinarily used 
for "baked beans") in unsalted water. 
When well done strain thoroughly. Cut 
up small buneh of celery, uncooked, add 
to b(»ans with a s])rinkle of celery seeds 
and a little salt. Make a dressmg of 
one egg, sugar, vinegar and butter, 
and pour over the beans." 

There W(Te otluu* features besides the 
supper. Many useful and pretty articles 
were on sah* at the various booths, and 
the booths themselves prescMited a 
festive ai)pearance. At a small thatched 
tent-like structure near the middle of 

the floor the game of "Clrab" held the 
attention of the youngsters. The 
"youngsters," by the way, were out in 
force. They seemed to be very nuich at 
home and to enjoy themselves thor- 
oughly. The organ recital by Secretary 
Stac(>v gave those jiresent an opportunity 
to enjoy the rich tones of the l)eautiful 
instrument presented to the Hiverside 
Y.M. C A. ])y Oscar G. Murray, chairman 
of the board of directors of the l^altimore 
cV: Ohio, and this was indeed a treat. 

The evening was a i)leasant one and 
much credit for its success is due to the 
direction of Mr. Stacey and the coopera- 
tion of the Baltimore <fc Ohio women. 

^N \1 '*^ 


Drawing hy John J. Mahmiy. 




Robert M. Van Sant, Editor 
Herbert D. Stitt, Staff Artist 
George B. Luckey, Staff Photographer 

The Day of Disillusionment 

A' MOST every mother sees in her 
boy a future President of the 
United States, and it is quite 
natural that many boys should 
have the same feeling about themselves. 
Of course, if anyone asks us if we expect 
to be President, we promptly say ''no," 
because we don't care to be laughed at, 
but w^e go on thinking "yes" just the 
same. The idea is seldom a conviction. 
Perhaps it never even occurs to us during 
the busy hours of the day. But at night, 
when the fleeting thoughts of the day 
become the accomphshed deeds of the 
morrow, when ambition seizes our drowsy 
senses and transforms ais castles into 
structures of steel and stone, when the 
Jittle things we've done look important 
and the big things we ought to do, look 
insignificant, then comes the flattering 
voice of our ego, making the seductive 
suggestion and w^e nod our head in the 
affirmative, and fall asleep. 

From this sleep, which happily comes 
to mother and son alike, she, on account 
of greater maturity and intuition, awakes 
first. Sooner or later, however, 999,999 
out of every million of us, including 
Vice-Presidents, Secretaries of State and 
others who are placed where the^^ can 
do but little harm, awake also. The 
mists and dreams fade from our sight, 
no longer do we listen to the flattering 
yo\cv of our ego, and the great vision of 

reality comes to us hke the guiding star 
to the mariner on a foggy, unknown sea. 
So it should be with all our illusions. 

What then? Are our ideals lowered? 
Rather they should stand out in better 
proportion in the new^ perspective. Are 
our ambitions shattered? Not if we are 
made of the right stuff, for out of the 
ruins of the former illusions we build the 
framework of an attainable aspiration. 
Is the road before us harder to travel? 
No, for instead of the alluring vista of 
doubt which perplexed us, instead of 
the misty path stretching beyond our 
sight to the rainbow pot of gold, there 
lies the straight road, and at its end our 
own possible accomplishment. 

We have been undeceived. More 
clearh^ we now see our relation to our 
fellow men and the work and thought 
of the w^orld. Our limitations no longer 
plague us like enemies in ambush; they 
are out in the open and we can discount 
them. The energy we have been wasting 
on windmills can now be applied in the 
right direction — on resultful endeavors. 

We have learned what is the thing we 
can do best. W^e have given up trying 
to do the other fellow's job. We are 
bending all our energies to our own. 

The day of the vision is one of great 
opportunity. True, it brings a crisis, 
sometimes hard to face, but it fits us 
better for life's work. 

Out of it, according to our courage, 
each of us can shape the future for 
weal or for woe. 

**Busy Bertha'' 

BjUSY BERTHA" is the name 
I which has been given to the 
great siege gun used so effectively 
by the Germans. They call it 
something different, but we can't imagine^ 
a more appropriate name. 

So much has been said about Oermau 
preparation for the war, the marvelous 
effectiveness of their equipment and thc^ 
lessons to be drawn therefrom that it 
seems almost like stepping in where 
angels fear to tread, to try to point 
another moral. 

'nil-: HAi/n.MoHi: and oiiio ii.Mri.o^ i:s m \(;\/i\k 


'Vhv ''Busy Bcrtlia" is one of the 
must important keys which have opened 
tho «j;ato.s of the AlHos to the partially 
successful German invasion. Tho very 
sound of the name conjures up pictures 
of terril)!e devastation and the forcing; 
l)ack of enemies who, however l^rave, arc* 
unable to respond effectively with ob- 
solete artillery to the irresistible^ advanciv^ 
behind this new type of gun. 

The "Busy Bertha" has been called 
the secret of the ( Jerman nation. Thous- 
ands of (lerman gun makers knew of its 
existence, but a])parently the secret never 
got into hostile hands. While the Allies 
were increasing their armaments along 
standardized and well known lines, the 
Germans were ]iroducing an instrument 
of warfare^ callable of accomi)lisliing what 
hitherto had been considered imj^ossi- 

Now is a good time for each one of us 
in this country to emulate the exanijile 
of the "Busy Bertha," to strive hard to 
accom])lish what we have considered 
impossible before, to be so effective* in the 
direction in which we aim our endeavors 
as to liit the mark each time, and bring 
about the desired results. 

It is easy to do what the other fellow- 
has done; it is not hard to follow the 
blazed trail, but to strike out into new 
fields, to mount a little higher than the 
other fellow, to be so charged with 
enthusiasm and energy that every time 
we aim we hit the mark, is a different 

If we lU'v hami)ered i)y obsolete 
methods, if we are in the rut of the 
conventional, if w^e are just doing as 
much as we see the other fellow doing, 
let us take a lesson from the "Busy 
Bertha" and be the dynamic force in 
constructive work that it has b{»en in this 
terriblv destructive* war. 

Bar Rum for Safety, Say One 
Thousand Employers 


THK National Council for indus- 
trial Safety, at its third annual 
session, with 1000 delegates pres- 
ent, representing companies eiii- 
])loying more than 1,000. ()()() ('ni|)loy(-. 
adopteel un;inimousIy the following reso- 

"lIV/f/M/.v. It is recognized that the 
drinking of alcoholic stimulants is -pro- 
ductive of a heavy percentage of acci- 
dents and of diseases affecting the .safety 
and efficiency of workmen; therefore be it 

"Rcsolrcd, That the National Safely 
Council j)laces itself on record as being in 
favor of (eliminating the use of intoxi- 
cants in the industries of the nation." 

Sixty per cent, of the industrial acci- 
dents in the United States are charged to 
li([Uor. H. L. Palmer, chief inspector of 
the Pennsylvania Department of Labor 
and Industry, told the delegates. 

"It will not be long," the sj^eaker said, 
"before the salocm will be as much sei)a- 
rated from the industrial i)lant as it is 
now from the church. As a matter of 
business, we will have to furnish work- 
men better entertainment than saloons 
do. We will also have to pay in cash to 
prevent men from going to .saloons to 
convert their checks into currency." 

E. K. Prichett, representing a manu- 
facturing concern of Grand Uai)ids. 
Mich., asserted that after employes had 
been forbidden to use alcoholic bever- 
ages arrangements were made for milk 
wagons to call at the factory at a cer- 
tain hour every morning. 

"We then i)ermitte(l the men to stoj) 
work and go out and l)uy fresh bottles of 
milk." Mr. Prichett said. "We foimd that 
this arrangement virtually has solved the 
drinking i)robleni. " HnUi mort \<irs. 







Delphos $28,522 *$31,596 

Toledo 10,295 10,812 

Trains Shops and 




Chicago Term. 
Philadelphia . . 







nanee of 




* Indicates that divisions did not have a 
single case of personal injury in the chiss of service 


We show here, each month, on the 
"hammer" test, the five divisions mak- 
ing the best showing in injuries, basea 
on wages paid divided as between acci- 
dents occurring **In and around trains 
and yards," "In and around shops and 
engine-houses," "Maintenance-of-Way" 
and "Total." Formerly we figured 
the standing of each division on the 
number of employes, but, in many ways 
this is unfair; for instance, if work is 
slack practically the full number of 
names appears on the rolls but the 
amount drawn is less; therefore, it is 
evidently fairer to show the wages 
earned per injury; then, if business falls 
off the wages will do the same, and the 
liability of injury is correspondingly 
decreased. It is understood that the 
amount of wage indicated is represen- 
tative of one injury. 


In and ]n ^rid 

. . Around Around Alainte- 

D.v.sions T;ainsand Shops and nance of Total 

Phila-!elphia.$ 3,645.00 $ 996.00 $31,237.00 $2,832.00 

Baltimore... 3,888.00 1,289.00 5,123.00 2,6i8.00 

Cumberland. 4,242.00 1,533.00 5,32S.OO 2,723.00 

Shenandoah.. 3,210.00 305.00 2,982.03 2,066.00 

Monongah... 4,511.C0 2,570.00 7,949.00 4,117.03 

Wheeling.... 5,284.00 2,127.00 3,491.00 3,531.00 

Ohio River . . 4,901.00 2,096.00 2,530.00 3,044.00 

Cleveland.... 5,841.00 2,128.00 9,174.00 3,908.00 

Newark 3,130.00 2,-329.00 8,513.00 3,143.00 

Connellsville. 10,281.00 4,735.00 6,353.00 7,568.00 

Pittsbur;Th. . . 6,254.00 2,399.00 4,790.00 3,745.00 

Newcastle.. 8,279.00 2,336.00 5,453.00 4,657.00 

Chicago 3,546.00 1,356.00 4,880.00 2,345.00 

Chicago Ter'l. 5,378.00 6,911.00 6,357.00 5,826.00 

Ohio 6,140.00 1,260.00 12,484.00 3,021.00 

Indiana 9,855.00 2,143.00 6,089.00 5,612.00 

Illinois 9,587.00 6,243.00*19,708.00 8,380.00 

Toledo 10,812.00 8,288.00 17,008.00 10,235.00 

Delphos *31,536.00 17,280.00 19,410.00 28,522.00 

Indianapolis.. 5,233.00 1,606.00 7,182 00 3,315.00 

Average 5,888.00 2,149.00 6,467.00 3,937.00 

* Indicates no personal injuries. 


"Can 3'ou tell me," asks Chairman Hemans, 
of the Michigan Railroad Commission, "why 
we get so excited when we hear that the gov- 
ernment is not going to do something for 
American ships, and why on the other hand we 
seem to care so little about doing anything for 
American railroads ? Some of us are deeply 
perturbed because American ships may have to 
pay tolls for carryingfreight through the Panama 
canal; but none of us are clamoring for the pur- 
pose of a free right of way, for instance, for any 
.\merican railroad that carries freight. We 
cheerfully spend millions of dollars on the Lime 
Kiln crossing and the Livingstone channel to 
promote shipping on the great lakes, and many 
more millions for locks at Sault St. Marie. 
And we take pictures of these waterway im- 
provements and put them on postcards which 
we proudly send to our friends. But I wonder 
what would happen to the statesman who would 
suggest that we appropriate funds from the 
public treasury to break down heavy grades 
on some of our railroads so" that they could 
haul freight at less expense. As far as public 
aid is concerned, I can see no difference between 
the man who invests in ships and the man who 
invests in railroads." 

^F»E)CI^^Lv MEI^JT ]^,OI^Iv 


Fiiciiiaii W . A. Blauw ol' \;u(l engine Xo. 
1()17 on Tluirschiy. Octohor Sth, at ^.2~) a. m.. 
in passing west botwoon East Side and 24th 
and C'licstnut Streets, discovered a new brass 
wedfjje in froj? in eastbound track at west (Mid 
of Kalion. This was half of a new main rod 
brass, whicli had fallen off engine Xo. 813. 
This took place right ahead of train Xo. 42 
and wonld have been liable to cause an acci- 
dent had Xo. 42 struck it. We have asked 
employment bureau to make credit entry of 
this on his record. 

Conductor J. F. Coone}' of engine X'^o. 1653, 
October 1st, while going from Chestnut Street 
to East Side, passed engine Xo, 4126 with a 
train for Park Junction. Conductor Cooney. 
noticed a defective condition under a car in 
train of engine Xo. 4126, jumped off engine 
X'^o. 1653 at telephone booth at east end of 
Wharton Street tunnel, notified the operator 
at Locust Street and had X"o. 4126 stopped 
before passing over switches, possibly ])r('vcnt- 
ing an accident. 

On the afternoon* of October ISth, operator 
J. V. Klste. working at Locust Street tower. 
Philadelphia, stopped train second Xo. 94 at 
that point on account of something dragging 
and fire flying from under car about ten cars 
from rear. A bad condition was found under 
this car. 

On Wednesday, September 9th, J. D. Fisher, 
brakeman on train X"o. 44, discovered Harmony 
station on fire when train X'^o. 44 pulled in 
there. With assistance of balance of train 
crew, consisting of conductor J. J. King, bag- 
gagemaster J. W. Ault. engineer K. (J. Owens 
and fireman A. O. Ash. the fire was ex- 
tinguished by use of water and engiiu^ hose. 
This is a non-agency point and station would 
|)r()bably have burned, also adjoining ware- 
house of Mr. Smalley, had it not been for 
prompt action. 

c. .<lili:i.i)s 


('. Shields, cnipldycd as trackman on section 
No. 10. under foreman A. O. Tedeiick. found 
car replace)- on toj) of south lail just ahead of 
switcii |)oint and east of ('le;ii- Spring stMtioii 
of the West(>rn Maryland 
Railroad, and had it re- 
moved. Superintendent 
PnMidel of th(> W(>st(>rn 
Maryland Railway has 
written the following 
letter to Mr. Shields: 

"I have your letter 
of August 2nd in which 
you give me the details 
of your finding a car re- 
placer lying on the south side of main track 
just west of Clear Spring siding. 

"I appreciate very much your calling at- 
tention to the matter and at the same time I 
wish to compliment you iii)on your intelligent 

''I am very sorrj' that while we are also the 
followers of Safety First, we do not have a 
magazine in which may be announced the good 
deeds of our enii)loyes and those of our neigh- 
boring roads, but I have referred the incident 
to the general supeiinteiid(>nt for such further 
action as he may be al)l(> to give it .' 


C. M. Peters, assistant baggage master at 
Martinsburg, is deserving of si)ecial mention 
for service rendered on 
September 2Stli. Ivxtra 
west engine Xo. 423!) 
stopped at Penstock for 
water. Th(» brakeman 
on the train noticed a 
defective condition, and 
after notifying engine- 
man went imder train 
to make the necessary 
repairs. The train |)ulle(l 

C. -M. pi:tki{: 



out with brakeman hanging to brake rods 
under car. As the car passed station Mr. 
Peters heard brakeman calling and he climbed 
upon the train and put brakes down until it 
was brought to a stop, releasing the brakeman 
without injury. Mr. Peters is tcf be commend- 
ed for his watchfulness and prompt and efficient 
action by which the life of the brakeman was 


On September 2nd, 1914, conductor J. L. 
Bowler, by his watchfulness, noticed a 
condition at Stephen City, Va., which might 
have caused an accident if not discovered. 
.\ commendatory notice has been placed on 
his record. Conductor Bowler has been in- 
the service since April 20th, 1889, and has a 
number of commendatory credits on his service 


Frank Moore, wreckmaster on Weston 
relief train, was at Gillespie October 17th, 
and as train No. 26 was passing that point 
discovered a defective condition. He stopped 
the train and thus possibly prevented an ac- 

On October 14th, brakeman B, F. Knaben- 
shue found a bad condition on engine No. 1827 
at Buckhannon. He stopped engine, informed 
the engineer and made arrangements for the 
necessary repairs. The superintendent has 
written brakeman Knabenshue a commendatory 

Conductor R. F. Haney, on extra west 
engines Nos. 1207 and 570, October 11th, after 
passing Rohrbough, observed a defective 
condition. He immediately stopped train and 
made arrangements for necessary repairs, for 
which he is commended. 


G. J. Herve}^, operator at Jacksonburg, 
noticed a defective condition on wood hopper 
about ten cars from caboose in train of extra 
No. 2242 east on September 17th and reported 
it promptly. Mr. Hervey is to be commended 
for his action. 

On September 6th while flagging for con- 
ductor J. W. Bowman on extra east engine No. 
2214, flagman E. B. Thomas noticed that caboose 

gave a very bad lurch about one mile east of 
Hannibal and immediately jumped off to inves- 
tigate and found a bad condition in track. It 
was reported to dispatcher and train No. 702 
was flagged before passing. Mr. Thomas is to 
be commended. 

As engineer F. Stetson and fireman L. L. 
Elliott on train extra west on siding pulled out 
on main track, noticed an unusual noise, stop- 
ped, investigated and found bad condition in 
rail. Sectionmen were ordered out and things 
were quickly restored to their normal condition. 
Engineer Stetson and fireman Elliott are to 
be commended. 

On October 9th, when painter foreman F. J. 
Maurer of the Wheeling Division and gang 
were working on span twelve of the Ohio River 
bridge, they were forced out on the abutment 
of span twelve to let a freight train pass over 
the bridge. While on this abutment they 
discovered a fire in the building of the Eastern 
and Ohio Milling Company but were unable 
to reach it on account of the freight train 
blocking their way. After it had passed, 
Maurer and his gang rushed to the Ohio side 
and found that the Ohio River bridge was also 
in flames. They soon had a hose playing and 
succeeded in holding the fire down, probably 
saving the bridge from destruction. The 
bridge is thirty feet from the ground and the 
men, fearless of the danger, got under it and 
kept the flames in check with the hose, after 
first soaking their clothes with water to pre- 
vent their catching fire. Mr. Maurer and 
his gang are to be commended for their work 
in this instance. 


About 9.15 p. m., September 27th, while 
shoving a cut of cars in on No. 1, conductor 
Steve Johnson noticed the coal trestle afire 
and by his keen eye possibly saved it from 
burning. Conductor Johnson on discovering 
this fire flagged No. 93 and carried water 
from its engine to scene of fire and by the 
aid of crew of engine No. 1240 fire was put out. 
Conductor Johnson deserves great credit for 
the way he handled the work at this fire. 


Engineer F. E. Lynch and fireman W. 
Holzinger are to be commended for assistance 


ft'iKlcrcd to ixilicc cap- 
lain .]. v.. Palmer on 
Octolxr lltli. I'alin.'r 
was cngajit'd in a per- 
sonal (MH'ou liter witli 
t li ree alleged rol)l)ers 
and with the assistance 
ol" Messrs. Lynch and 
Ilolzlnger. the suspects 
were promptly captured. 

Conductor ('. L. liair, Akron yard, is to l)e 
comnuMided for meritorious service performed 
on October ')th. Mr. Hair was employed as 
yard l)rak(Muan in February, 1906, and was 
promoted to yard conductor in October, 1913. 

Pennsylvania, Lake Shore and Company 
joint interchange clerk A. E. Brueckner is to 
l)e commended for watchfulness displayed in 
discovering bridge Xo. 404 on fire, and making 
arrangements which resulted in its being put 
out without serious damage. 

Section foreman R. C. Crawford of Canal 
Fulton, Ohio, is to be commended for meritori- 
ous service performed on October 10th. He 
was employed as tracknian in November, 1906, 
and i)rom()ted to foreman in 1910, which position 
he has held since that time. 

Conductor W. J. Hair is to be conunended for 
discovering five air hose missing from cars 
which he had put in at Berea, on October 9th. 
and giving information which resulted in finding 
the parties imi)licated. He also ordered five 
new hose from storekeeper and applied to cars 
iiimself. Mr. Bair was employed as freight 
brakcman May, 1895, and promoted to freight 
conductor in 1898. 

Conductor H. F. Runge is to be commend(Ml 
for efficient service performed on October lOth. 
at Uhrichsville, Ohio. He was employed as 
brakeman in August, 1907, and promoted to 
freight conductor in March. 1911. 

Brakeman J. K Buckley is to be connnended 
for observing an unsafe condition on car while 
passing Klyria station, September 26th. Mr. 
Buckley was employed as brakeman June. 191 1. 

Engineer P. 11. Fishel is to be commeiuled 
for meritorioHS service performed on Octobei- 
Sth at 'Myersville, Ohio, while in charge of 
train Xo. 7. Mr. Fishel was employed as 
engineer in 1886 on the old C. T. «fcV. and 
promoted to passenger engineer in 1903, in 
which capacity he has served since that time. 

ilngineer T. I'uUci- is to be conunended for 
observing unsafe condition when passing 
Reeves switch at C^anal Dover, Ohio, on October 
3r<l. .\li. I'uller was employed as fireman in 
1S<»!) .111(1 promoted to freight engitieer in 1902. 
in which capacif \ he served since that t ime 


\\ 3.30 p. m.. October 1st. while Feme 
Sprowls, school teacher at Waterford, was on 
her way home, she discovered bridge Xo. 4')9. 
located a mile and a half east of Waterford, on 
fire. She remained there and sent one of hei- 
pupils, who was with her at the time, to ;i 
nearby house to call uj) 
the operator at Water- 
ford and notify him. 
She then started to ex- 
tinguish the fire and suc- 
ceeded in putting it out 
with the assistance of 
two men from a nearby 

This bridge is about 
forty-five feet high and 
450 feet long; the fire was 

located in the centre twenty feet from the ground, 
one post and three braces being burned ofT. 


^Sec OciobiT is-iuc. pngeOri) 



(See Oct. issue, page 70) 

The appreciation of 
the Company for the in- 
terest displayed by Miss 
Sprowls was expressed 
to her in ,a letter writ- 
ten by superintendent 

She is a sister of 
agent A. W. Sprowls of 
Stockport, Ohio. 


Brakeman W. J. Hilleary is to be commended 
for a meritorious act near Garrett, Pa., Sep- 
tember 7th. Mr. Hilleary entered the service 
as brakeman December 30th, 1904, and was 
promoted to extra conductor March 23rd, 1910. 

Mr. Ross Pritts of Garrett, Pa., has been 
commended for a meritorious act performed on 
September 26th, just west of M. P. No. 221 near 
Garrett. Mr. Pritts is employed by the 
Atlantic Coal Company at their No. 2 mine at 
McSpadden, Pa. 

Engineer H. Bowman, for a meritorious act 
performed near Roberts, Pa., September 30th, 
has been written a letter of commendation by 
the superintendent. Mr. Bowman entered the 
service of the Company in the capacity of 
freight fireman January 13th, 1905, and was 
promoted to engineer July 23rd, 1907. 

Blair Armagost and Thomas Jones, two yoimg 
men of Hooversville, Pa., are to be commended 
for a meritorious act performed at S. M. Co. 
mine siding, S. & C. Branch, September 29th. 
They have been written letters of appreciation 
by the superintendent. 

Track foreman H. W. Hayman is to be com- 
mended for a meritorious act performed just east 
of Bidwell, Pa., October 13th. Mr. Hayman 
entered the service of the Company in the 
capacity of track laborer, October, 1897, and 
has been regularly advanced- in the service. 
He has been written a letter of appreciation 
by the superintendent. 

Operator E. J. Burkett of Cooks Mills is to 
be commended for a meritorious act on October 
13th. Mr. Burkett entered the service of the 
Company in capacity of operator, November 
23rd, 1907. *He has been written a letter of 
commendation by the superintendent and proper 
notation will be made on his service record. 


On September 3rd pumper A. E. Evans found 
a bad rail in main track at water tank, Point 
Mills, and reported condition to the operator, 
who in turn arrang'sd with section foreman for 

On September 21st conductor J. Calvin dis- 
covered Highland bridge on fire. He had train 
stopped and fire put out before proceeding. 

On September 16th brakeman J. E. N. Harris 
noticed defect on dead engine No. 599 in train 
of engine No. 207 west, at Christy Park. He 
had train stopped and proper repairs made by 
train crew. 

On October 10th second trick operator H. E. 
Heliker, at Finleyville, discovered a defect on 
car in train of second No. 82. The rear brake- 
man was notified and train stopped until 
necessary repairs were made. 

While first No. 9-1, engines Nos. 2660 and 
4081, were passing Gallery, operator J. R. Davis 
noticed brakes sticking on a car about eight 
car lengths from rear end and the wheel red 
hot. Conductor Copeland was called at east 
end of siding, flagged first No. 94 and necessar}^ 
repairs were made. 

Conductor G. W. Matheny of the P. & L. E. 
R. R., at McKeesport, noticed our engine on 
train No. 1 dragging heavily, called ^''ard- 
master at Demmler and reported same. Yard- 
master called the operator at Bessemer and 
had train stopped while inspection was made 
and it was found that bolt had come out of slide 
on the ash pan and allowed the rod to drop 
down. The prompt action of Mr. Matheny 
possibly prevented an accident and he has our 
sincere thanks. 

Extra gang foreman J. M. Clark has been 
given letter for his meritorious service rendered 
Septeml:>er 8th at mile post No. 24. 

On the morning of Sep- 
tember 24th, conductor 
W H. Heiser and brake- 
man T. J. Molyneaux 
discovered a bad rail 
just east of Pan Handle 
bridge, Pittsburgh yard; 
they immediately noti- 
fied yardmaster and had 
repairs made promptly. 




\l. \ l.A.\(\STi;i{ 

At 0.00 a. 111. Scptcm- 
hcr ■_'.')! li. cxlrM west 
(Miniiic No. 2.') Ill was 
staiidiiiM; on sidinji; al 
Hcdiicl ion fci- ' rain .Xo. I 
a nd w li i I (' 1» la k c in a ii 
H. \ . Lancaster was in- 
spect iiiji train, he discoN'- 
ered an unsale condition 
on rear t ruck of engine. 
The matter was ininiedi- 
atel\ reported and necessary action taken to 
ha\-e defect n^paiicd. .Mr. Lancaster has been 
^i\'en a h'tt(>r hy the superintendent for ineii- 
t or ions service. 

It has just come to our attention that engineer 
H. ('. J^olton, while handlinfi; train No. SO 
l)etwe(>n lienwood and Cilenwood, Au{»;ust 17th, 
had throttle fulcrum lever in the cab break, 
which ordinarily results in a bad engine failure 
and possible giving up of train. However, 
engineer Bolton took a slack adjuster from the 
brake rigging of tank and applied it to the 
throttle rigging in the cab in place of broken 
part and brought train to Glenwood with very 
little delay. He has been properly commended. 

Patrolman Golden, while on duty between 
Downieville and Mars, noticed a defect on 
Haltimore cV: Ohio No. 132712. He immediately 
notified conductor B Shippey, who was in 
charge of train, and the bad part was removed 
from car. 

At 3.30 p. m., September 23rd, brakeman 
C. y. Helms, with extra No. 2523 east, con- 
ductor \V. B. Carson, discovered a defective 
condition on rear truck of Company car No. 

121484 at Fombell. The 

Hpjjj^^HH cut 

H^^^^^H that ))oint for 

^Vl« Mr. Helms has be(>n 
^5 ^^M written a letter by the 

Hk^jI^^H superintendent com- 

i^^^^^H mending him for his 

■ -3- ^^H alertness and interest in 

i^ ^^ m I tiie "Safety First" 




(Jn October 11th, conductor CI. W . Heiser, 
while in charge of extra No. 4063 west, noticed a 
car in train of engines Nos. 420} and 232") with 

a bent axle. Prompt 
icport was made and 
cai- set ofT at ICaston, 
Ohio. .Mr. ileiser has 
been in the service o 
the ( 'onii)a n \ s i nee 
1001. The superinten- 
dent has written him 
a commendatory letter 
for his observance of 
conditions on the line a 
connection therewit h. 

d pi'oni|)t action in 

On October 4th. James .Mc.MaJK.n. cro.ssing 
watidiman at Niles, Ohio, disco\'ered a danger- 
ous condition at that point, lie iinnie<Ii,(tely 
got in touch with S. F. 
Lodwick, a resident at 
Niles, and had him 
telephone the chief dis- 
patcher after which he 
called the sectionmen, 
who made repairs. Mr. 
McMahon has been 
commended for his 
observance and prompt 
action. JA.MK.S McMAllO.N 

The accompanying photograph is that of 
W. F. Baughman, lampman at Warwick, who 
noticed a dangerous condition on July 21st and 
took proper stei)s to 
protect passenger train 
which was approaching. 
.Mr. 13 a ugh man is a 
very modest man and 
it took some time to 
get his pliotograj)h. 
He has been commended 
by the superintendent 
for his interest and 
action in this case. 



.1. .Murdock. b.agga^ at Dundas. Ohio, 
is to 'he conunended for meritorious service 
performed September 12th. for he probably pre- 
vented a serious accident by his watchfulness 
and good judgment. Mr. Murdock is not an 
employe of the Company, but of the Hocking 
N'alley R'y Co. at Dundas. He is thoroughly 
in sympathy with the Safety First mov(>m(>nt 
.and has our thanks for his interest. 



Herbert Ross, machinist at Hamden, is 
commended for meritorious service at Hamden, 
whereby he undoubtedly prevented an accident. 

J. P. Emish, agent at Mineral, Ohio, noticed 
an unsafe condition while extra west Nos. 
2620 and ^534 w^as pass- 
ing his station October 
11, 1914. Mr. Emish 
immediately notified 
dispatcher, who stopped 
the train at Zaleski, 
where the defect was 
remedied. Mr. Emish 
is commended for his 
watchfulness and prompt 



H. D. Vance, agent at Cuba, found an 
imsafe condition in passing track at his station. 
He immediately notified 
division headquarters, 
and sectionmen were 
sent there to make 
proper repairs. Mr. 
Vance is commended for 
his action. 

On September 2nd, 
J. E. Funkhouser, while 
firing or engineer R. N. 
Hewitt on train No. 4 
prevented his engineer from falling from the 
cab of the engine, after having been struck by 
a switch stand. Mr. 
Funkhouser took charge 
of the engine as far as 
Parkersburg, making 
time between the point 
of accident and there on 
No. 4's schedule. Mr. 
Funkhouser has been 
commended. He has 
been in the service of the 
J.E. FUNKHOUSER railroad since 1907. 


Conductor Swartout is credited with a 
performance September 22nd deserving special 
notice and commendation. He was standing 
at Kimmell when train No. 98 passed, and 
observed a dangerous condition in it. Through 
his efforts it was stopped and the dangerous 
condition corrected. 

At Galatea October 1st conductor Todhunter 
discovered and promptly handled a dangerous 
condition. His vigilance and prompt action 
were probably the means of avoiding serious 
trouble. He is to be commended 

Operator Leroy- Fowler, third trick at 
Defiance, is deserving of special mention for 
his prompt action and commendable effort 
to prevent a derailment. When No. 4262 east 
was passing his office, the dangerous condition 
was observed. Fowler was unable to have 
train stopped there but telephoned across the 
river and had it stopped at Midway, where 
dangerous condition was removed. 


Recently brakemanM. R. Pollock discovered 
defective condition in smoking car, train No. 8, 
at Vallonia, notified crew and had same re- 
paired. Brakeman Pollock entered the service 
as freight brakeman October 10th, 1912, and 
deserves special mention for this watchfulness. 

On September 18th as No. 7 was pulling out 
of Seymour, an aged couple started to walk 
in front of it, not noticing its quick approach. 
Mr. F. J. Voss, undertaker at Seymour, saw 
the couple and succeeded in warning them in 
time to prevent their being struck. This is 
a commendable action and Mr. Voss has our 

The following letter is self-explanatory: 
Mr. O. E. Henderson, 


If someone else has not already done so, I 
desire to call your attention to the action of 
car inspector W. T. Bingham at Storrs, on the 
evening of September 11th last in connection 
with the injuries sustained by yard brakeman 
Powers. It is generally admitted that had 
not Bingham retained his head and plucked 
Powers from beneath the wheels at just the 
time he did another death would have been 
recorded against the Indiana Division. 


Timekeeper, Storrs. 

On October 11th Roy Cogswell of Deputy, 
Ind., son of agent Cogswell of that place, notified 
crew of water train of a defective condition 
which he had detected on their caboose, and 
thus probably prevented serious trouble. 



Hoy is a hiiiiht xoimji IcHonn oI (en and as I his 
is tlio socoiul (l('f(M-tive coiulit ion which h(> 
has discoverod and repoitod wc tliink ho 
should have special mention in the Magazine. 
The accompanying; photograph is agent Cogs- 
well and his interesting family, taken while on 
their vacation in Seattle. Roy takes after 
his father in always being on the alert to every 
dangerous condition which may arise. Mr. 
Cogswell has been with the Company man\' 
years, is alwa^'S looking out for the best in- 
terests of the Company and has proved hims(^lf 
a most valuable employe. 


K. D. Parish. P. Dren- 

nan, K. Jamerson, train 
crew, and M. Devos and 
Bert Ahearn, engine crew 
on extra No. 1580, No.94's 
helper, are to be com- 
mended for discovering 
and eliminating unsafe 
condition at bridge No. 
320-17. while returning 
from Furman June 2n(l. 


Conductor 11. X. Murray 
C. JOdmiston discovercMl 
an imsafe condition while 
switching at Carbon mine 
September Kith, and by 
careful work succeeded 
in removing same. They 
are to })e commended for 
their close o!).sorvation 
and good work in this 

md biakenian ( 

C. L .\k('s. section 
foreman, Casey ville. 111.. 
is to be commended for 
noticing unsafe condition 
in train Xo. 30, leaving 
Caseyville October .jth, 
and report ing it to t rain 
crew. .Mr. Akcs cnlcrcd 
tiH> service in l<l()l. 

C. L. AKIis 

.Murray Berry, lamp lighter at O'I'allon. on 
.\ugust '29th discovered an unsafe condition 
just east of I'unnan station, got in toiivh with 
sectionmen and had repaiis made. He is to b«' 
commended for his good work in this instatu-e. 

.1. J. Shannon, section 
foreman, Lebanon. 111., 
on October 9th, noticed 
an unsafe condition in 
(xt r.i \o.27(lS and (lagged 
it. Mr. Shannon has a 
iettei- of appreciation 

fr.,ni Mr Srh.-T. 




()l)erator J. A. Morgan, at Xorth Side, was 
written a letter of conunendation by tln' 
superintendent for his meritorious act Sej)- 
tember 2oth. Mr. .Morgan (Mitered the service 
November 7th. 1907. 

Conductor J. A. .M>ie of Lima, Ohio, was 
written a lettei- of commendation by the 
superintendent for his 
prompt handling of a 
dangerous condition in 
his train at Cridersville, 
September ISlh. Mr. 
.Vble entered the service 
as freight brakeman .May 
7th. 1911, and was pro- 
moted to c o n d u c t o 1' 
August .••lOtli. 1913. J A AlU.i; 


.\ few weeks ago the elevator at I'raiikfort. 
( )hio, was struck by lightning and set on fire. 
.\t the time there were five cars on the elevator 
track, and structure and cars would have been 
burned had it not been for the prompt action 



of brakeman Shephard, who called several 
men and had cars moved away from the flames. 
The elevator is located only about fifty yards 
from the station building, and brakeman 
Shephard' s quick work possibly prevented the 
fire from destroying the station building also. 

Heroic action on the part of John Tomlinson, 
watchman at the Detroit Street crossing at 
Xenia, Ohio, was all that saved the life of little 
Delbert Mendenhall. three year old son of 
Mason Mendenhall. The child was with his 
older brother and sister, w^ho were hurrying 
to cross ahead of the fast approaching passenger 
train, when he fell on the crossing. The older 
children left the child and hurried out of the 

way of the train. Watchman Tomlinson ran 
to the spot and snatched him from the tracks 
when the train was less than twenty yards 

Agent R. D. Clay at Cjimpbell is deserving 
of special mention for his quick action in 
saving bridge No. 276. About 5.00 o'clock in 
the morning some person reported to him that 
the bridge was burning. He immediately ran 
to the fire and by carrying water in buckets 
a distance of 500 yards, succeeded in holding 
it under control until help arrived. He con- 
fined the damage to the burning of one stringer 
and five ties, so that repairs could be quickly 
made, preventing delay to any. trains. 






ONE OF the best of the railroad magazines recently devoted an issue 
largely to the discussion of the subject of "How Employes can Help 
the Railroad Secure Business." From the responses received and published 
in the next issue the suggestions evidently made a hit with the men. One 
conductor was so impressed with the thought of how his cooperation might 
help his railroad that he had some business cards printed. They contained 
his name, his occupation of conductor, the name of his railroad and his 
home address on one side, and on the other the following: 

" I patronize your business — when you can, please patronize the (naming 
his railroad)." 

If this idea were adopted all over a big system like the Baltimore and 
Ohio it would probably get to be too much of a good thing. This, however, 
does not detract from the merit of this particular conductor's idea and the 
fine spirit of cooperation back of it. 

We need not have cards printed with formal requests to our tradesmen 
that they give our road the preference in their own transportation and 
shipping, but we can drop a suggestive word here and there, and the aggre- 
gate effect of this practice if followed by any considerable number of our 
men would be incalculable. Tradesmen are usually reasonable. Now 
above all times they are anxious to get and retain your business. Throw out 
a hint to them. 



E. R. ScoviLLE. Transportation Department, Acting Chairman. 
John Hair, Motive Power Department J. T. Campbell, Stations and Traffic. 

\V. McC. Bond, Maintenance ot Way Dep't Dr. E. M. Parlett, Relief Dep't Sanitation 

B. C. Craig, Safety Appliances 

Advisory Committee 

A. HrxTER Boyd. Law Department J. W. Coox, Operating:; Department 

Dr. J. F. Tearney. Relief Department 


The initial meeting; of the Safety First 
Sub-Committee at the Timber Preserving 
Plant at Green Spring, was held on September 
3()th at 5.15 p. m., the object being to organize 
on progressive lines similar to those of other 
sub-committees undcM- the jurisdiction of the 
(leneral Safety Committee. 

At the suggestion of acting chairman Scoville 
of the General Safety Committee, and with the 
approval of superintendent Angier, C. C. 
Scimatterbeck was apjiointed chairman. The 
other members of the sulwommittee chosen 
are as follows. 

(■. W, Lane Supervisor. 

P. L. Conley General Foreman. 

E. E. Alexander Chief Engineer. 

G. C. Conley Platform Foreman. 

H, W, Ciross Yard Foreman. 

J. A. Peters Night Foreman. 

The importance of this sub-connnittee can 
be better appreciated, ju'rhaps, if it is made 
known that there are emi)loyed at the Timber 


Daughter of S. J. U'Neill, office Supfrintemlent TinilRT 




Preserving Plant about 100 men of different 
nationalities with peculiar temperaments, and 
generally indifferent about safe-guarding them- 
selves against injury. 

The nature of the work at the Timber Pre- 
serving Plant is conducive to frequent personal 
injury, and it is necessary to caution the workers 
to be careful in executing their duties. 

Many of the minor injuries to the men are 
due to their reckless handling of the heavy 
ties in the effort to earn big money at ruling 
piecework rates. 

The plan of the sub-committee is to investi- 
gate and recommend improvements in the 
existing sanitary conditions in the tie yard; to 
suggest means of safe-guarding tiemen and 
others who are exposed to personal injury 
while handling ties; to adopt means of protect- 
ing the boarding camp and other 'plant property^ 
against fire, and, on the whole, to propagate' 
the spirit of Safety First among the employes 
of the Timber Preservation department. 

The second meeting of this committee was 
held at Green Spring, on October 14th. The 
subjects discussed were sanitation; protection 
against asphyxiation of men obliged to repair 
the working tanks; the care taken of the mule 
and horse employed in the tie yard for econom- 
ical reasons to draw the empty trams through 
the yard; the care of the standard gauge engine 
used in switching to and from the main line, and 
the problem of safe loading of cars with treated 

Cupid used the telephone board at the central 
building as his medium for a romance which 
culminated on October 14th, in the marriage of 
Aliss Mary Elizabeth Kraft, chief of the tele- 
phone exchange, and Charles A. Hopwood, 
employed in the dispatcher's office at Camden 
station. Mr. Hopwood has been employed b> 
the Company for sixteen years, and Miss Kraft 
had held her position for several years also. 

The ceremony was performed at the rectory 
of St. Andrew's Catholic Church by Rev. 
Thomas Lannan. Harry Kraft, brother of the 
bride, and Frank Hopwood were the witnesses 
to the ceremony. The bride wore a blue 
traveling suit with hat to match and carried 
bride's roses. She is the daughter of Mr. and 
Mrs. George Kraft, 413 North Wolfe Street. 
Mr. Hopwood is the son of the late C. R. and 
Mrs. Charlotte Hopwood, 300 West Lanvalo 


F. W. Nelson, Correspondent 

Station Service 

J. J. Baver Agent, 26th Street 

A. L. MicKELSEX Agent, Pier 7 

J. T. Gorman Agent, Pier 21, East River 

E. W. Evans Agent, St. George 

Albert Oswald Foreman, Pier 22 

Marine Power 

Edw. Salisbury Assistant Terminal Agent 

Edw. Sparks Marine Engineer 

E. G. Clark Master of Marine 


NiEL Gadeberg Barge Captain 

Henry Bull Barge Captain 

Repairs in General 

John Johns Master Carpenter 

Nicholas Johnson 


W. B. Biggs .' Agent. Pier 22 

Personal Injury 

E. W. Evans Agent, St. George 

J. T. Gorman Agent, Pier 21, East River 

EuAV. Salisbury Assistant Terminal Agent 

Loss and Damage 

A. L. Mickelsen Agent, Pier 7 

Albert Oswald Foreman, Pier 22 

Michael Degnon Foreman, 26th Street 

Safety Appliances 

J. J. Bayer Agent, 26th Street 

Edw. Sheehy Foreman, Pier 7 

Albert Oswald Foreman, Pier 22 

After a great deal of persuasion and many 
fruitless efforts in the past, we have at last 
succeeded in getting a few items of interest 
from one of the Broadway offices. The boys at 
379 Broadway, and also those at the Produce 
Exchange, have been complaining that the 
Magazine never mentions their respective 
offices. This is entirely their own fault. We 
are not 'Jack Londons" or "Richard Harding 
Davises" at this writing game, and in order to 
make a chronicle of the happenings on Broad- 
way, it is essential that a few briefs be furnished 
by the respective offices. If in the future the 
boys will cooperate with the correspondent or 
A. C. Holtz, secretary of this "Kolumn," we 
are sure there will be no further cause for 
complaint. This little message goes for Pier 7, 
North River, Pier 21, East River, and St. 
George Lighterage, all of which are lax in 
sending in contributions. 

The towboat and lightermen must also 
remember that they are in this family and 
should get in touch with us. We are certain 
that there are many items of interest which 
come to pass in their daily life along New York's 
waterways which would be enjoyed by all of us 
if published. So get together and let ye cor- 
respondent have them. 

J. J. Donohue of 379 Broadway has returned 
from Rockaway Beach, where he spent the 
summer with his folks. We are wondering 
if he parades Greenwich village as he did the 
beach at Rockaway. 

H. C. Spencer, the Morse exponent at 379 
Broadway, has been acting rather shyly since he 
returned from his vacation. We understand 
that he met an heiress while at Lenox, Mass. 
We all wish him luck, but don't forget "Spence" 
that the dear old summer time is a great atmos- 
phere for heiresses, nobility and "sich." 

A number of the boys received promotions 
this month because of the creation of a new 
position, that of Terminal timekeeper. It is 
being filled by John Newman, who formerly 
had charge of the inbound freight department 
at Pier 22, North River. Mr. Newman has 
been in the service twenty-three years and is 

•rilK HAl/riMoHl'. AND OHIO i:.Ml'Lo^ i:s MACAZINK 


considered one of the most valuable men in tlic 
office. The men extend their hearty con- 
gratulations to. John and wish him (n'ery success 
in his new position. 

Matthew lioyan, who succccclcd to .Mr. 
Newman's position in the ini)ound fr(M}ihi 
department, is becoming something of a finan- 
cier. Wc und(Mstand that he is accumulating 
dollars so rapidly that he is considering ic- 
questing a pass to Philadelphia "to laugh at 
the mint." 

Dame Humor has it that another one of the 
boys is about to leaj) into the matrimonial s(>a. 
It is Charles Heilly. formerly of tiie claim 
department but who has been recently a])- 
l)ointed chief notice clerk vice Mr. Boyan. 
Now that ''Chubby" has received an increase 
we feel sure that the coming event will not hv. 
long postponed. 

Tom liradley. freight bill clerk, recently 
returned from a month's furlough, which was 
sjKMit at Rockaway Beach, L. I. We under- 
stand that he spent his time at that resort in 
serving them ''off the arm," and became so 
tu'customed to his new vocation, that the term 
''draw two and a stack of wheats" is sweet 
music to his ear. 

Our former co-worker, Frank J. Quayle, 
better known as "smiling Frank,"* who left us 
to go with the Remington people, has been 
home on a vacation and stopped in to see us. 
All hands were glad to look at his cherubic face 
again, for his is one of the sort that smiles 
awhile, with then another smile, and soon there 
are miles and miles of smiles, and life's worth 
while. Would that there were more such 
hapi)y fellows. Frank is doing very well with 
the Remington Comjiany, and has what appears 
to be a very bright future in store for him. 

Charles Cornell has been promoted to in- 
bound trace clerk. Charley seems to be cpiite 
tickled with his new position as the night shift 
in the west})ound dei)artment did not agree 
with him. 

Richard McKernan, our star pitcher at 
Pier 22. has been promoted from receiving clerk 
to harbor clerk. 

Terminal agent Cornell has moved his ofhcc 
from Pier 22 to Pier 7, North River. 

William Lynch, adjustment clerk at Pier 22 
must have been born on Friday the 13th "as a 
Jonah he is twins," Hardly does he recover 
from one accident, when he has another. For 
the last few weeks he has been hobbling around 
on a cane, having fallen down a flight of stairs. 
We trust when he recovers from this last mis- 
hap, he will jiractice "Safety First." Piior to 
this latest accident, it seems that Willie jiad 
them about once a month. 

Imer Kuhn has been promoteil from oui- 
westbound de|)artment to lieutenant of police 
on the N(>w Voi-k Division. 

.\ntiiony Massimino, cashier's clerk, has 
returned from his honeymoon to Niagara Falls. 
Through the medium of the Magazine "Tony" 
wishes to thaidv the boys for the wedding gift 
w hich was jiresented to him on his return home. 

"Bill'' Olson walked into the office one 
morning with what seemed to be a slight layer 
of soot on his upper lip. Close insjU'ction re- 
vealed it to be one of those Jack Barrymon^s. 
Sonjeone was heard to remark that it was a 
baseball mustache — "three out, all out." 
Never mind. Hill, if you have nerve enough to 
r.aise it, we will have to gaze upon it. 

1"". W. Nelson, our Magazine correspondent 
and assistant cashier, is wearing that fond smile 
of the father of a new daughter. Both mother 
and baby are doing nicely. Although Fred is 
c|uite tickled over joining the ranks of the 
fathers at Pier 22, lie maintains that he will 
not si)lit '){)-'){) with his better half "on rocking 
the bab}' to sle(>i)." 

F. C. AfTerton, rate clerk at 37i) Broadway, 
spends two nights a week at the theatre with a 
certain young lady. We wonder if Frank is 
getting serious. But then "two swallows do 
not make a summer" nor do two nights a week 
in company with the same damsel necessarily 
mean a wedding. 


The cooperative "bonus system" which has 
been installed at St. George is working out to 
the advantage of both the men and the Com- 

The boys at St. George are organizing a 
basket ball team for the winter, and will be 
ready to meet any and all coukm-s. 

Robert Siegel, westbound clerk at St. George. 
api)ears to be very retiring these days. This 
surely cannot be attributed to any reverses on 
the foot-ball field, for we understand that his 
team has not lost a game this season. 

Patrick Lucey, formerly transfer clerk at St. 
George, has been promoted to lighterage de- 
liver}' clerk, and is proving very efficient. 

Red Delany is now working the Baltimore iV 
Ohio record in the car accounting (lei)artment 
at St. George. 

C. Blum, messenger fiom St. (u^orge. covers 
about fifteen miles every day and is ai)i)arently 
getting fat on such "exercise." 

Frank Hegarty. assistant for(>man at St. 
George, is on the board of registry. 

William Covell, the wonderful piano player 
from the car accounting department at St. 
George, is spending his spare time in the even- 
ings playing at one of the large cabaret shows 
in Perth Amboy, N. J. 

laddie Goodliffe. the night westbound man 
at St. (Jeorge. is now from all accounts one of 
the leading politicians of Bayonne. N.J. We 
wish him success. 



Joseph Youiig, westbound foreman at St. 
George, is doing well in his new job. 


Foreman Degnon is again the usual ''smiling 
Michael." For the last month he was a gen- 
uine "Gloomy Gus" owing to Mrs. Degnon's. 
serious illness. We are pleased to hear that 
she is now out of danger, and trust she will 
speedily recover. 

It appears that the good ship Matrimony is 
about to take on two passengers from our fellow 
employes. We do not wish to go on record as 
being positive in this matter, but have noticed 
lately that J. J. Bayer, our agent, and J. Rear- 
don, our cashier, look for the advertisements of 
furniture sales at the various stores in the daily 
papers before they turn to the sporting pages. 
We are putting away a small sum each day in 
anticipation of wedding presents in the near 

W. J. Keene Scott, conductor, has lately re- 
turned from a visit to his son at St. Joseph, Mo. 
While enroute "Bill" certainly did his share 
to support the post office department, as he 
sent cards to all the boys from each and every 
watering station as well as all the cities. Bill 
says the west is "God's own country." Wonder 
how he would have described it had the trip 
been to poor Belgium. 

William Leahy, delivery clerk, has rctiyned 
to duty after a short but severe attack of rheu- 

Thomas F. Lally, Jr.. yardmaster, whose 
wonderful voice is so well known on the "West 
Side," is again in great demand for stags and 
sociables. This, in addition to his usual hard 
work in the interest of the "Curry Club," keeps 
Tom very busy evenings. 

It is rumored that Richard Kavanagh, re- 
ceiving clerk, may be found on Wednesday, 
Friday and Sunday evenings at a certain ad- 
dress on Park Avenue. What's her name Dick? 
Come, 'fess up. 

A basket ball team is being organized at this 
station by H. Holihan, our stenographic expert. 
Harry has played on several fast "Fives" in 
Brooklyn and expects to have a nifty team from 
the material on hand after a little coaching. 
Go to it, Harry. 

Herbert Newton Jamott, cashier's clerk, 
whose yoimger days were spent in the Barba- 
does, B. W. I., is interested in the war 
news, and from present indications Herb will 
shortly return to England to take up arms. 


Correspondent, R. Groeling. Chief Clerk 
Clifton, S. I. 

Secretary, C. M. Davis, Chief Clerk 
St. George, S. I. 


F. C. Syze Trainmaster, Chairman 

B. F. Kelly Assistant Trainmaster, Vice-Chairman 

W. B. Redgrave Engineer Maintenance of Way 

J. S. Sheafe Master Mechanic 

A. CoNLE Y Road Foreman of Engines 

J. B. Sharp Coal Agent 

Dr. F. De Revere Physician and Surgeon 

Captain J. H. Lambeeson Captain of Police 

Captain C. H. Kohler. . T Superintendent of Ferries 

W. J. Kenne Y Legal Department 

W. L. Dr YDEN Supervisor of Signals 

E. Alley Supervisor of Track 

J. Johns Master Carpenter, M. of W. Department 

H. E. Smith General Foreman Passenger Department 

H. W. Miller General Foreman Freight Car Department 

P. Helt Assistant Freight Car Foreman 

F. Peterson Supervisor of Station Service 

M. O'Hearn General Yardrnaster 

S. G. EiLENBERGER. . Divisiou Operator and Chief Train 


H. Lawrence Draughtsman, Marine Department 

T. C. Gambrill Agent -Yardmaster, Arlington 

D. A. McLaughlin Agent-Yardmaster, Cranford Junct. 

M. Hefftner Shop Foreman 

R. H. Taxter Freight Conductor 

R. E;. Collins Passenger Conductor 

F. E. HoRAN Locomotive Engineer 

A. RoMixG Yard Brakeman 

L. Magee Yard Brakeman 

The new passenger station at Eltingville is 
now open for service. 

A large number of maintenance of way em- 
ployes attended the recent Electrical show. 

A force imder the direction of E. Bamber has 
completed the painting of A. K. bridge. 

Leo Griffin, formerly of the C. R. R. of N. J., 
has been appointed foreman of Section 6. 

A school in mechanical drawing and mathe- 
matics has been started at Clifton, for the shop- 
men. The men have shown their appreciation 
of what the Company is doing for them by 
sending to W. H. Averell and J. S. Sheafe, the 
following letter: 

''As a committee for the men employed in 
the Baltimore & Ohio shops at Clifton, we wish 
to express their appreciation of your action in 
the arrangement of special privileges to be al- 
lowed all who wish to take advantage of the 
course of study arranged through the Board of 
Education for men who are employed here. 
We realize the great inconvenience to the Com- 
pany in the matter of time, and also the large 
ex]3ense entailed, and hope sincerely that the 
advantages to be derived will result in in- 
creased efficiency." 

The heartfelt sympathy of all goes out to the 
family of David Dillion, boilermaker's helper, 
who passed away a few weeks ago. 

Charles Schadt, claim clerk in general traffic 
agent's office, has announced that his marriage 
to Miss Ida Lemon, of New York, took place in 
March last. 

F. C. Syze, trainmaster, and wife, spent their 
vacation at Niagara Falls, and visiting Mr. 
Syze's father at Yorkto-wn Heights, N. Y. 

J. S. Fabregas, chief clerk to general superin- 
tendent, and family, spent their vacation })y 
taking a trip over the entire System. 

THK HAT/riMom: \\i) OHIO i:mim,()^i;s maca/ink 


Frank A. Giannotti. })rak(Mnan. has roturnod 
from a very enjoyablo vacation of three weeks, 
spent in Baltimore. Wasliin^ton, D. C, Cum- 
berland. Pittsburgh, Cincinnati and Detroit. 
On his triji he took a number of interestinp; pho- 
tographs in one of which he is shown with an 
Indian Chief at Walpole Island, Canada. The 
Chief is said to be 117 years old. 

To All Employes: 

How many of us so often scratch our fingers 
and hands, get the point of a pin under our 
finger nails, rij) papers and do all sorts of dam- 
age when handling files of papers pinned to- 
gether with the point of the pin left protruding? 
How easily all this can be avoided by a little 
cooperation on the part of all emploves. 

Don't let the point of the pin protrude. 

By simply inserting the point of the pin be- 
tween the papers it is prevented from scratching 
some brother employe's anatomy, thus prevent- 
ing any chance of blood poisoning from this 
source. It is jirevented from coming in con- 
tact with another file of jiapcrs on the top of 
which may be some very important document 
which may be destroyed by the point of the pin 
getting caught in it and tearing the pajM'r when 
the upper file is lifted. 

It is prevented from injuring our furniture^ : 
the i^oint of a pin drawn across a desk top will 
not "polish'' the varnish. 

And there are many other advantages to be 
gained by placing the point of the i^in within 
the pajMM-s. Wiiv not adopt the jilan generallv? 


J. W. Turner, stationmaster, has again re- 
sumed his duties at St. (leorge. after his vaca- 
tion spent at home. He looks as if his rest cure 
had IxH'U very beneficial. J. H. Junius took Mr. 
Turner's place, and K. K. Collins acted as night 
stationmaster in place of Mr. Junius. 

Miss Ruth Merrell, stenographer of engineer 
maintenance of way, si)ent her vacation with 
her relatives in Norfolk, \'a. 

\\ . B. Redgrave, engineer maintenance of 
\v;iy. and fanu'ly, spent their vacatiori with 
rclaf ivcs in ( 'liicago. 


Correspondent. J. ( ". Hkhakdson. C/tlrf ChiL 


1'. C. All£.v 


H. M. Chuhch. 

r. h. Fh\ 


M. K. Hartman 

F. H. Lamb 

I)H. C. W. Pkn( K 

S. .M. Hov 

T. 1']. Thomas. 
S. B. Kellkh. . 
W. F. Gat(iiei.i 
Wm. Chapman. 

(). I. Daley 

George Ge.vneu 

I. N. Lucas 

W. S. Chamber.s. . 

SuptTinf fntlcnt , ( huinnsm 
I" rain mast IT, \ ice-Gliairiiian 

Divi.sion l*]nKini'«T 

Terminal .Vni'm 

MiLsttT .Mcclianic 

fliicf Train Dispatr-hi-r 

Divi.sion Claijn Attent 

M»'<iical I-^xamincr 

.\s>i.'.t:int YardmasHT 

Ma.sti'r Carp«ntfr 

Signal Siipt-rvi.sor 

Hciii'f .Am-nt 

Truck Packer 

Car In.'^pector 


Road KnKinccr 

Yard Eneincfr 

W. M. Gabler Road Foreman 

\V. T. Church Yard Fireman 

C;. A. GoSLiN Yard Conductor 

O. R. Mount '. Yard Conductor 

.L M. Christie Road Conductor 

R. W. Dill Operator 

H. IL Carver Freight Agent 

J. C. Basford Assistant Road Foreman of Engines 

R. C. .\cT0N- .Secretary 

L R. Maloxe Supervi.sor, Havre-de-CJrace, Md. 

Arthur McKernan, our "energetic" pass clerk, 
has been promoted to stenographer to division 
engineer on account of the illness of P. J. Fe.s- 
senden, B. & B. clerk. J. J. Gill, former stenog- 
rapher, is filling Fessenden's position during his 

The stork recently presented H. E. Grace, 
our "heavy-weight'' tonnage clerk, and wife 
with a bouncing baby boy. Harry was as much 
elated over this as he was over the Boston 
''Braves" beating the Athletics for the world's 

A. A. Shields, clerk in the master mechanic's 
office, has been granted an extended leave of 
absence on account of poor health. 

W. S. Murphy, cashier at East Side, has l)een 
appointed assistant freight agent at that point. 

R. F. Trumpe, crew dispatcher at East Side, 
has been appointed assistant freight agent and 
n.ssistant yardmaster at Pier 02, Philadelphia. 
If weight is any help, "Dick" ought to be able 
to hold down the job. 

T. E. Christine, well-known agent at Felt on. 
Pa., made an extended trip through the west. 
Two places he e.xi)ected to visit are Denver and 
Salt Lake City. 

Hugh O'Neill, stationmaster, 24th and Chest- 
nut Stre(»ts, Philadeli)hia, has riMiu'ned to duty 
after an aljstMic' of ^(>\(M;d tnonths on account 
of sickness. 

J. H. CrothiMs. side wire operator in "DI" 
office, Philadeli)hia, has returned to duty after 
a trij) through the west while on his vacation. 




Correspondent, W. H. Schide, Baltimore 


O. H. HoBBS Chairman 

C. A. Mewshaw Vice-Chairman 

T. E. Stacey Secretary, Y. M. C. A., Riverside 

E. K. Smith Secretary, Y. M. C. A., Brunswick 

G. H. WiNSLOw Secretary, Y. M. C. A., Wash. Term. 

Dr. E. H. Mathers Medical Examiner, Camden 

Dr. J. A. RoBB Medical Examiner, Washington 

R. B. Banks Division Claim Agent, Baltimore, Md. 

.1. P. Kavanagh Assistant Superintendent, Camden 

E. C. Shu'ley Road Foreman of Engines, Riverside 

E. E. HuRLOCH Division Operator, Camden 

H. S. Wilson Relief Agent, Hanover 

.1. B. Parks Yard Conductor, Curtis Bay 

.1. E. Rider Yard Conductor, Locust Point 

H. T. Steinfelt Yard Conductor, Camden 

G. H. Dicus Train Baggageman, Camden 

W. T. Moore Agent, Locust Point 

D. M. Fisher Agent, Washington 

W. E. Shannon Transfer Agent, Brunswick 

A. M. KiNSTENDORFF Agent, Camden 

.1. T. A. Deck Engineer, Riverside 

.r. M. ScHMiDTMAN Brakcman, Bay View 

J. W. Simmons Fireman, Riverside 

J. G. Kaidel Yard Conductor, Mt. Clare Junction 

.1. O. Jennings Brakeman, Brunswick 

W. J. Knighton Brakeman, Washington 

J. T. Matthews Foreman, Washington 

W. I. Trench Division Engineer, Camden 

A. G. Zepp Supervisor, Camden 

T. A. SiGAFOOSE Track Foreman, Brunswick 

S. C. Tanner Master Carpenter, Camden 

J. Kirkpatripk Master Mechanic, Riverside 

Wm. a. Keys Material Man, Washington 

C. G. Edmonds Painter Foreman, Riverside 

R. H. Williams, Jr Clerk, Bailey's 

W. H. I^ehner Car Inspector, Camden 

G. Kermig Car Inspector, Camden 

A. L. Hirshauer Car Inspector, Curtis Bay 

R. J. Doll Car Inspector, Locust Point 

C. E. Davis Car Inspector, Locust Point 

Ed. Keene Car Inspector, Locust Point 

Geo. J. Diamond Airbrake Inspector, Bay View 

C. W. C. Smith Machinist, Brunswick 

J. G. Paffenberger Work Checker, Brunswick 

W. O. WoKDEN Car Repairman, Mt. Clare Junction 




Mr. Hollen, car foreman at Curtis Bay, has 
brought Mrs. Hollen and daughter do\Mi from 
Cumberland, Md., and gone to housekeeping 
at Curtis Bay. 

Frank Jeffries, assistant foreman at Curtis 
Bay, did not stay long there after returning 
from a spell of illness. Good luck, Jeff. 

Samuel Stickels has been made assistant 
foreman at Curtis Bay. 

Harry Litchfield, shop clerk at Curtis Bay, 
has been contemplating a trip to New York. 
Look out for the big town, Harry. 

Theo. Hammer, night car inspector at Curtis 
Bay, has returned from a trip to his home. 

The stork visited the home of J. Hoffman, 
conductor at Loc«,ist Point, and brought twins, 
a boy and a girl, on the night of September 3rd. 
Congratulations, "Jav.'' 

On Wednesday, September 30th, at ILSO a. m., 
a fire broke out at the new paper manufacturing 
company across the track from Riverside. The 
fire was discovered by Baltimore & Ohio em- 
ployes and fire marshal Edmonds with his 
brigade responded immediately, being there 
a long time before the city fire department. 

Baltimore Division brakeman R. D. Merry- 
man has returned to work after a four month 
leave of absence. The boys at the Y. M. C. A. 
all welcome Dannie. 

W. C. Kinney, chief clerk to superintendent, 
spent a few days at the Hagerstown fair. He 
told the boys in the office that he saw the 
''balloon descension," This the boys could 
not understand, and asked him what he meant. 
He stated he did not get there in time to see it 
go up, but saw it coming down. The parcel 
post people were also talking to Mr. Kinney 
about having fresh eatables, and told him to 
get them from the country. This Mr. Kinney is 
doing, but he did not stop in the country; he 
went to the mountains. We are now getting 
fresh eggs from Grafton, W. Va. At least, it 
is thought they are eggs which are being 
received in neatly packed boxes. However 
these boxes may contain West Virginia coal 
(egg size). 


The question of vacations is one that looms 
uj) very prominently with most people as soon 
as the summer season begins to make its pres- 
ence felt. This is especially true in Washington. 
as the majority of the population are Govern- 
ment employes and their contracts with Uncle 
Sam call for thirty days' vacation each year. 
For this reason the vacation germ gets loose 
among those who are not in Government serv- 
ice, and for this reason also mention is made 
of the handling of vacation time in the 
agent's office at Washington, D. C, where we 
believe the problem has been solved in a manner 
satisfactory to all concerned and also without 
losing a minute of the employe's time. The 
office force is divided into sub-departments, 
each of which covers a certain class of work, 
and in each department three or four clerks are 
employed. These boys are all full of the spirit 
of loyal brotherhood and helpfulness toward 
one another as well as of loyalty to the Company, 
and arrangements are made by which one clerk 
at a time from each department is able to take 
a few days' vacation, provided, of course, he is 
entitled to same by reason of length of service 
and other qualifications. The others pitch 

'iMii: HAi/iMMoHi': AM) oiiio i;mim.()\ i:s maca/ini- 


in:i:i.i:( ti:d i'resident and vice-presidext oi rm; Hvi/riMoHi: 


right in and divido his work among thcni, in 
order that the routine business will go along 
in his absence, and his vacation be not marred 
by finding an accumulation of work on his 
return. This often entails working extra hours, 
but it is done willingly, as each one knows that 
his brotlier clerks will help him out wIumi liis 
turn comes. 

John J. Barnes, assistant cash clerk, recently 
j)urchase(,l a home out in the wilds of Capitol 
Heights and spent his vacation cutting away 
the weeds and underbrush from around his 

Cash clerk Charles E.Warfield journeyed south 
as far as Richmond, Va., to rest for a time. 
Charlie is one of our unmarried men and lias 
made several trips to Richmond. Look out, 
Charlie. vSouthern belles are very attractive. 

There must be something in the air of Rich- 
mond. Va.. this past summer which lures the 
Washingtonians. as assistant rate clerk Karl 
D. Fox contemplates a trip to that city in the 
near future. Karl is married, so it is evidently 
the city itself which attracts. 

Assistant cashier John H. Peak spent his 
vacation witli relat i vcs- on ;i f;inn at Leoiinnl- 
town. Md. 

Car service clerk Julian White, upon his 
return from his vacation, with sunl^urned 
countenance, stated that he was ready to 
write demurrage bills as long as peo|)le want 
to pay them. 

Chief clerk W. L. Whiting made an extended 
trip through New York, and Comiecticut. 
stopping at Poughkeepsie. Rochester and 
Niagara Falls, N. Y., and Bridgeport, Conn. 
He reports that there is no change in tlie 

api)earance of Niagara Falls since lie was there 
some 3^ears ago, the same grand spectacle being 
still in evidence. This report is doubted, how- 
ever, by delivery clerk S. E. Hardy, who has 
gone to Niagara Falls to prove the truth or 
fallacy of the chief clerk's statement. We hojx' 
.Mr. Hardy will be satisfied. 

Cleneral freight agent D. AI. Fisher has 
returned from Altantic City, N. J., with a tan 
on his face that fully justifies all that the 
.seaside resort claims for itself. 

Mr. Fisher states that five minutes on the 
boardwalk will drive away troubles and dispel 
(lull cares and recommends it as a cure for all 
ills. We were all glad to welcome Mr. Fisher 
back and to know that his trij) has been of great 
benefit to him. Mrs. Fisher accompanied her 
husband and rc^turiuMl greatly improved in 
health, having benefit t(>d by th(> s;ilt water 

Assistant manifest dork \\ . L. .Sautman, 
spent his vacation with his father near Htigers- 
town. Md. All who know Mr. Santman. Sr., 
will be glad to hear that he is. recovering innu 
his long sickness and hopes to resume his duties 
as agent at Georgeto\Mi. 


Correspondent, S. E. Forwood, i:)crrflar!/ 

lo Super in U luh nl 


I*. CoxNirr Supi'rintendcnt of Shops. Chairman 

H. .\. Beaumont Gon'l Foreman, Car Dept.. Sub-Chairman 

.S. R. Cauteh Machinust. Erecting Shop 

H. OvEHBY Machinist, Erecting Shop 

J. P. Rei.nardt Fire Marshal, Axle and Blarksmitli 

Shops and I'owt-r Plant 

H. C. Yealdhall Boilermaker, Boiler Shop 

R. W. Chesxey Bra.s.s Moulder, Bra.s.s Foundry 


H. E. Fountain Iron Moulder, Iron Foundry 

J. L. Ward Machinist, No. 1 Machine Shop 

J. O. Perin Machinist, No. 2 Machine Shop 

H. E. Haesloop Tinner, Pipe, Tin and Tender Shops 

Geo. R. Leilich Manager, Printing Department 

H. H. Burns Car Repairman, Mt. Clare 

T. H. Backendorf. Gang Foreman, Mt. Clare Middle Yard 

A. F. Becker Painter, Mt. Clare 

Jos. W. Smith. . . Car Builder, Passenger Car Erecting Shop 
L. Beaumont Shop Carjienter, Cabinet Shop 

Wanted: One good bowler for the Mt. 
Clare Bowling Team. One who can be de- 
pended upon to make an average of 75 for the 
season. Send all applications to W. P. Coolahan, 
captain, clerk, erecting shop, Mt. Clare, who 
will advise date of try-out. 

J. C. McCaughan, chief clerk to storekeeper 
at Mt. Clare, who was recently married, has 
returned to the city with his wife and resides 
at No. 1403 West Fayette Street. 

A. L. Miller, clerk, has finally decided to 
enter the ranks of matrimony and the cere- 
mony will take place November 26th, 1914. He 
has always been a ladies' man and a good fellow, 
and we wdsh him joy and happiness. 

Samuel George City, of this office, recently 
served on the jury in the Superior Court of 
Baltimore City and was often called upon to 
settle important and serious cases. His opinion 
was regarded very highly and since he has 
returned to the office, he has the bearing of the 
judge himself. Whenever there is a question 
of law, etc., the matter is referred to him. 

S. T. Beckwith of this office, accompanied by 
M. F. Cole of the purchasing department, were 
present at the world's series in Philadelphia, 
Pa., and enjoyed the games as usual. 

Paul Evans, who takes the place of A. L. 
Miller, has started to grow a mustache and it 
is our wish that he will follow in the steps 
taken by Mr. Miller. There is no telling. 

We now have another man in the office in the 
person of our messenger, who has laid aside 
his short trousers and is arrayed in long ones. 
He is very proud of the change and so are we. 

The accompanying picture is of the Gibbs 
brothers. Some catch, don't you think? John 
Gibbs, coppersmith, pipe shop, is on the left 
and Charles E. Gibbs, gang foreman in charge of 
j)lumbing and pipe fitting in the car department, 
on the right. 


Here is the familiar face of the guardian of 
the Arlington Avenue gate at Mt. Clare, Wm. 
Garbar, who has a service record with the 
Company of thirty-five years, and who is always 
on the job. 


G. H. WiNSLOW, Correspondent 

Pursuant to authority from the commis- 
sioners of the District of Columbia and under 
the provision of the Act of Congress, granting 
the privilege to Wm. B. Gushing Camp No. 30, 
Sons of Veterans, U. S. A., the L^nited States 
flag was unfurled from the flag poles on the 
plaza in front of Union Station, Saturday, 
October 24th. Garrison flags were used and 
the program accompanying the raising was inter- 
esting. Rev. Paul Hickok made the principal 
address, the Engineers furnished the instru- 
mental music, a chorus of fifty ladies sang the 
Star Spangled Banner and other selections, and 
Mr. Emil A. Lang rendered a solo "T Love the 
whole United States." Representatives of 
other patriotic, fraternal and state organiza- 
tions participated in the exercises. 

The gymnasium has been put in first class 
condition for the winter's w^ork. The floor 
lines for indoor base ball, volley ball, tennis 
courts and running track have been retouched. 
The nmning track of sixteen laps had to be 
changed a little at the north end on accoimt of 
a platform which has been erected there. The 
alcove at the south end is now separated from 
the rest of the gymnasium by a wire partition, 
and can be used without any interference from 
the recreative features of the larger room. 


The tennis courts are regulation double courts 
and arc used to keep the tennis players in form 
for the games on the outdoor courts when they 
can be used. The members are working for 
another intloor meet in the spring. 

The basket ball league of the R. H. Y. .M. C 
.V. organized for the season of 1914-1!)!") with 
the following officers: president, W. K. Moflitt ; 
vice-president, C\ J. Munch; secretary, W. F. 
Underwood; treasurer, O. J. Kider. The teams 
comprising the league, and the captains are: 
.\uditors, C. E. Henderson; Trainmen, W. R. 
Mofiitt ; l*nion Station, F.E.Sullivan; Southern, 
.1. R. Daily. C\ E. Colliflower, Jr.. is the ofliciai 
referee. With the experience and success of last 
season and the enthusiasm of this year, many 
close and interesting games will probably be 
played. The schedule started October 2()th. 
and will close April 8th, the games being played 
Tuesday and Thursday evenings of each week. 

An interested crowd of baseball fans, who 
were off dutv, gathered in the rooms of the 
R. R. Y. ^L C. A. each day of the world's 
series games and listened to the returns as they 
came over a special wire. The service under 
the direction of G. S. Nolan was excellent, each 
play being amiounced as it occurred. Natur- 
ally there were some who were greatly elated at 
the results while others were disappointed. 

Fred W. Watson has been {placed in charge of 
the bowling alleys in the evening. Air. Watson 
has bowled with the league for several seasons, 
is a popular young man and courteous and at- 
tentive to business, lender his direction the 
bowlers will have another prosperous season. 

George Walling spent i)art of his vacation at 
Buffalo and Niagara Falls and other i)laces in 
the east. 

(lood Citizenship day was observed at the 
R. R. Y. AI. C. A. rooms Sunday afternoon. 
October 18th, by a special address. 

J. W. Gregory has resigned to take up scien- 
tific farming. He has been demonstrating so 
much ability in this line during the past simimer 
after leaving the office that he decided that "it 
was the life for him." 

J. W. Riddle entered the University of Alich- 
igan this fall to study for a professional career. 

Roy H. Case is taking an evening course in 
chemistry in the AIcKinley Manual Training 



W. C. MOXTIGXAM. }'. M. ('. .1. S,ri(liiiii 

H. H. Summers South Cinnberland 
T. F. Sh.\ffp.h, North Cumberland 
W. L. Stephens Alartinsburg 
v.. II. Ra\ KNscHAiT. Keys(^r 


F. \\ . Kklly. Jr .^uiKTintemlent, C'luiirniaii 

W. X. Trapneli Assistjmt SuptTintcntU'nt . Vico-Chairnian 

. C. Mc.\dam8 Teriniiuil TruiniiiustiT 

F. Shaffer Secretary to Superintendent, Secretary 

. C. MaNTi(;N AM Secretary. Y. M. C. A. 

S. \V. Fazjinbaker. Chief Clerk. Trainma.ster. Secretary 
S. Sponseixek SuperviBor 

A. Taylor .Mii-stcr Carpenter 

P. Weushonce Trainimwter 

. A. Causey Road Foreman of Kngines 

J. WiLMOTH ... Road Foreman of KaRines 

R. .Stewaht Ma-sti-r .M.-chanic 

. H. Watson ..Xssistant .Ma.ster .Mechanic 
. \V. Caluek General Car Foreman 

Petri Divi.sion Knaineer 

C Lester Sienal Supervisor 

. H. Linn General Yardmaster 

P. Dri *;a.v Assistant Division EnRinei-r 

. R. HUA-MBLE AKcnt 

. D. Stholse ARcnt 

i:iM)MAN Coal Billing Agent 

M. Davks -^Rent 

. P. Stk K . Ak« n' 

A. Fleegle a Kent 

. V. Farkell Autnt 

Z. Terreu. AKinl 

. R. C\m)LE An.nt 

D. Hensell ARcnt 

C. ToNRY Agent 

. S. Harig Division Claim .Xgenl 

W. Martin Relief Agent 

C. Drawbalgh Divi.sion ( )perator 

R. J. X. Doerner Medical Fxaminer 

R. K. A. Raphel. . . 
R, F. H. D. Blser. 

. E. XoRHIS 

Y. Wilson 


. W. Mercer 

M. Phillips 

. B. Tansill 


A. ItlZER , 

X. Jeffries 


. H. Broom 

Medical lOxximiner 
Medical Exiiminer 
. . Conductor 
( '.ir Inspector 

W. Denekn 



Mrs. Wm. C. Montignani. wife of secretary 
Montignani, who has been ill for some time, is 
now able to be out. 

The mechanical drawing class which has 
been organized in the Baltimore <fc Ohio Y. M. 
C. A. for the apprentices in the shops, is being 
greatlv appreciated by the boys, who are doing 
splendullv for the length of time they have been 
at it. 

The Y. M. C. A. secretaries on the Baltimore 
c^: Ohio Svstem met in Baltimore on the IGth 
of October for a conference. Many interestmg 
subjects for the future advancement of the work 
of the Y. M. C. A.'s were discussed. The secre- 
taries appreciate the courtesies shown them by 
the ofhcials. and the manner in whicdi they took 
care of them and provided a meeting place for 
them in the general ofHces. During the con- 
ference, general nuuiager Calloway, although 
extremely busy, took time enough to drop in at 
the meeting. He gave an interesting talk to 
the secretaries, manifesting his interest in the 
work of the associtition. Mr. (Jalloway also 
made some very heljjful suggestions. H. O. 
Williams, international secretary, of the 
Uailroad Department, presided at the meeting. 

The following changes have taken place on 
the east end of our division: W. E. Yamall, 
chief clerk to sui)erintendent, promoted to as- 
sistant trainmaster, east end; CJ. .\. McC.inn 
made chief clerk; T. F. ShafTer. car distributor; 
\{. L. Ketzner. a.ssistant chief clerk: T. R. Kees. 
secretary to superintetident : S. I'. Bnrnes. clerk 




to trainmaster. These changes were brought 
about by terminal trainmaster H. C. McAdams 
accepting service with the government as 
hours of service inspector, and the resignation 
of C. L. Connell as car distributor, to accept a 
position with the L^nited Coal Co. at Tunnel- 
ton, W. Va. 

Mr. McAdams is now located at Atlanta, Ga., 
having jurisdiction over six states. We have 


heard from him since he left, and he likes his 
work. We were sorry to lose him, he was 
sorry to leave us; but he left with our best 
wishes for his success in his new field, and there 
is no doubt but that he will make good. He is 
a first class railroad man, having had consider- 
able experience, and being strictly honest in all 
his dealings. Good luck to him. 

T. R. Rees, secretary to superintendent, and 
J. E. Barnhart, maintenance of way timekeeper, 

spent their vacations together, going to Balti- 
more, then to New York, via Norfolk, Va., by 
boat, and then to Atlantic City. Mr, H. W. 
Frey, chief clerk to the general manager of New 
York Dock Co., showed them the sights of the 
city. Barney and Tom claim that when you 
don't live in New York, you are only camping 

W. T. Hughes, assistant division engineer, 
has been in charge of the Magnolia Cut-off on 
the east end, the construction company having 
turned it over to us. 

xN L .Uiir^K i^OL H 

On September 28tli, a special car. No. 1362, in 
charge of Dr. E. V. Milholland of the medical 
department, started over the Cumberland Di- 
vision for the purpose of examining operators 
and levermen on sight, hearing and color. 





mmiu;k six 

. Doctors Bisor tiiul Xoriis and division opora- 
tor Drawliaugh accoinpanicd the car ovor their 
respective t(MTitorics. 

()ne hundred and ei^lit y-seven men were ex- 
amined on the CumlxMland Division. 

Car No. 1302 was handled by enj^inc No. SI 7, 
conductor Hari)er and engineer Kelly, Harpers 
Ferry to Cumberland; conductor Watkins and 
engineer Gift, Cumberland to Grafton and re- 
turn to Cumberland. 8toi)s were made at all 
telegraph offices and towers and at intermediate 
stations where oi)erators reside. 

While laying at Rawlings for 2nd No. 71 to 
pass, the train was photograplied; see photo- 
graph No. 1 with enginecM' J. 'i\ (lift to tlie left. 


fireman W. A. Appcrson next, and conductor J. 
P. Watkins on the right. 

About that time Dr. Milholland and Dr. Nor- 
ris appeared in the car door to sec what was 
going on and they were i^romptly snai:)ped as 
shown in No. 2, Dr. Milholland on the left and 
Dr. Norris on the right. 

While laying at Terra Alta for No. 55, an- 
other picture, No. 3, was taken. 

On the westward trip examinations were 
stopped at Tumielton, on account of darkness 
and the car nm east from Grafton the following 
morning October 1st, to complete them. 

Coming down the Cheat River grade the fog 
was heavy, but an attempt was made to photo- 
graph the flower garden, with result shown in 
picture No. 4. 

At Rowlesburg. while taking water, engineer 
Gift oiled his engine before starting up Cran- 
berry grade. He can be seen in picture No. 5. 

McMillan tower was photograplied as the 
train passed with tlic rather good results, 
shown in picture No. 0. 

While waiting at Rodemer for No. G to clear 
the block, another picture was taken of the 
train. See picture No. 7. 

Flagman C. A. Sell was also photographed 
while the train stood at Rodemer. He was on 
his way back to flag in accordance with Rule 
!)!), as you will see in picture No. S. 

A stoj) was niade at Keyser, and while stand- 
ing at that point one of tlu; new engines, No. 
JiOOG. went up in the yard to i)ick up a caboose. 
As shown in picture No. 9, it made a great 
contrast to the special's engine, which arrived 
in Cumberland on the afternoon of October 1st. 
and moved over Connellsville Division October 
2nd enroutc to other divisions on the System. 



The arrival of a baby girl at the home of 
engineer Howard Harper is the chief theme of 
that popular engineer's conversation nowadays 

Edgar Schadd of the carpenter shop is the 
proud father of a baby girl, born September 
22nd. Jack can build a hand-car of another 
type now; he will need it. 


The stork remembered the yard force last 
month by leaving a baby boy at the home of 
yardmaster Chel — engine and cars at the road, 
floorwalker at home. liusy season ahead for 
the yardmaster. 



George E. Tansill of Brunswick, Md., an em- 
ploye of the Baltimore & Ohio, and Miss Minter 
Viola Webber of this city, were married in Win- 
chester, Va., on September 17th. The young 
couple will make their home in Brunswick, at 
which point the groom is employed. 

Ralph D. Morris of Maryland, a telegraph 
operator with the Baltimore & Ohio, and Miss 
Inez Myers of this city, were married at the 
Christian Church parsonage, on September 
19th. Mr. and Mrs. Morris will reside in Old 
Town, Md., w^here Mr. Morris is employed. 

Miss Mary Rebecca Brenner, the seventeen 
year old daughter of Mr. and Mrs. Calvin C. 
Brenner, died at her home in this city after a 
long illness. The fimeral services at the late 
home were conducted by Rev. A. M. Gluck, 
pastor of Christ Reformed Church, of which the 
deceased was a member. Miss Brenner was a 
popular young lady and a large gathering of her 
friends attended the funeral services. Calvin 
Brenner has been an employe of the Baltimore 
& Ohio for many years and the sympathy of his 
fellow w^orkmen is extended to him and Mrs. 
Brenner in this sad hour. 


Correspondent J. L. Maphis 


S. A. Jordan Superintendent, Chairman 

Dr. J. F. Ward Medical Examiner 

H. F. HousER Road Foreman of Engines 

E. D. Calvert Supervisor 

S. J. LicHLiTER Supervisor 

J. A. RoEDER Engineer 

C. R. DoxovAN Brakeman 

On September 21st, a Board of Trade was 
organized at Charles Town, W. Va. Among 
other prominent speakers w^as H. O. Hartzell, 
assistant general industrial agent of our Com- 
pany. ]Mr. Hartzell is well knowTi in the 
Valley, he having been traveling freight agent 
in this territory. His address was very much 
enjoyed. D. H. Street, traveling freight 
agent, w^as also present. 

The following changes have been made in 
agents on the Shenandoah Division: E. E. 
Baker transferred from Summit Point, W. Va., 
to Strasburg Junction, Va., vice C. W. Spengler, 
on leave. F. W. Snyder appointed acting agent 
at Summit Point, W. Va., vice E. E. Baker, 
transferred. O. L. Marks appointed agent at 
Cave Station, Va., vice T. C. Lindamood, who 
goes on extra list. W. B. Smith is appointed 
agent at KernstowTi, Va., vice A. Crisman, 

We are glad to learn that agent and operator 
E. E. Rogers of Middletown, Va., who has been 
off on account of sickness, is improving and 
expects to resume duty soon. 

The apple crop in the Valley of Virginia is 
very heavy this year and of very fine quality. 
The storage capacity has been taken up and a 
great many of them are being shipped to New 
York for export. 

The many friends of brakeman J. J. Kain, 
who has been on the injured list, are glad to 
learn that he is improving. 

Operator and clerk J. R. Darlington has 
resumed duty at Strasburg Junction, Va., 
after having enjoyed his vacation visiting New 
York and the eastern cities. 

W. R. Askew, division freight agent, was a 
visitor on the Division October 8th, looking 
after the large shipments of apples which, are 
now moving. 

H. F. Houser attended a meeting of the road 
foremen of engines in Chicago during September 

Fireman C. C. Athey, who underwent a sur- 
gical operation, is very much improved. 

The friends of brakeman E. C. Wilfong 
regret to learn of his serious illness. 

G. S. McGrone and wife, stenographer to 
superintendent, spent Sunday, October 18th, 
in Baltimore visiting friends and relatives. 


Correspondent, C. L. Ford, Assistant Chief 

Clerk, Grafton 


J. M. ScoTT Superintendent, Chairman, Grafton 

E. T. Brown Division Engineer, Grafton 

M. H. Oakes > Master Mechanic, Grafton 

E. D. Griffin Trainmaster, Grafton 

T. K. Fahert Y Road Foreman, Grafton 

Dr. E. a. Fleetwood Clarksburg 

M. F. Green Division Operator, Grafton 

Dr. C. a. Sinsel Medical Examiner, Grafton 

W. T. HoPKE Master Carpenter, Grafton 

J. D. Anthony Division Agent, Grafton 

W. H. Welsh Signal Supervisor, Grafton 

M. B. Ndzum General Yardmasfer, Grafton 

W. O. BoLiN General Car Foreman, Grafton 

W. N. Malone Supervisor, Grafton 

J. O. Martin Claim Agent, Grafton 

A. E. Malone Machinist, Weston 

C. F. ZiMMER Night Foreman, W. Va. & P. Jet. 

P. B. Phinney Agent, Grafton 

S. H. Wells Agent, Clarksburg 

B. Thompson Agent, Fairmont 

R. R. Hale Agent, Weston 

M. M. Morrison Section Foreman, Bridgeport 

W. P. Clark Machinist Grafton 

R. G. BuRNUP Machinist, Fairmont 

F. Price Assistant Car Foreman, Fairmont 

G. M. Shaw Engineer, Fairmont 

C. E. Hardman Engineer, Weston 

I.E. Bennett Fireman, Grafton 

C. A. Michael Yard Fireman, Grafton 

W. R. Williams Yard Conductor, Grafton 

N. D. Rice Brakeman, Grafton 

C. R. Hughes Warehouse Foreman, Clarksburg 

E. E. Newlon Carpenter, Grafton 

W. C. Barnes Shop Clerk, Secretary, Grafton 

J. D. Anthony, assistant chief clerk in charge 
of agents, has been promoted to agent at Fair- 
mont, W. Va., succeeding Bailey Thompson, 

G. H. Turner, formerly agent at Camden-on- 
Gauley, has been promoted to assistant chief 
clerk in charge of agents, vice J. D. Anthony. 

G. C. Taylor, agent from Cranberry, goes to 
Camden-on-Gauley to succeed G. H. Turner. 

J. S. Rader, formerly of Curtin, W. Va., goes 
to Heater, W. Va.. succeeding K. O. Wade. 



F. J. Patton. chief clerk, spent two days of 
his vacation in Pliihidelphia. Pn.. rooting for 
the "bean-eaters." 

A. T. (Mine, an old Company' employe, wlio 

of Clark.<burg and his "Little" Family 

Extra agents Shinn and Gross are now at 
Cranberry and Curtin respectively. 

Agent J. O. Bridge has returned to Holly 
Junction after a two weeks' vacation, being 
relieved by relief agent A. McCo3\ 

A. R. Weston, formerly of the timekeeper's 
office, has been promoted to extra agent and is 
now relieving agent at Wilsonburg. 

Night chief dispatcher Robey has been off 
on a few days' vacation on account of a much 
needed rest. His place was filled by ,1. P. 

A. L. Parker at Erbacon is more con- 
tented now since Mrs. Parker has been with 

\V. ('. Barnes, .assistant shop clerk, and 
wife have been spending a ten days' vacation 
at Deeifield, Kansas. 

E. T. Brown, division engineer, and wife 
spent a three weeks' vacation at Mr. Brown's 
old home in Little Rock. Arkansas. 

J. A. Pitman, supervisor on the West \'irginia 
and Pittsburgh, who has been ill for a month 
and a half, is improving slowly. L. T. Wilfong 
is ncting in Mr. Pitman's plac(^ 

W. McDonough, extra gang foreman, has been 
promoted to supervisor, west end of Parkers- 
burg Branch, succeeding W. E. PajTie, who 
resigned October 1st. 

W. X. Malone. su|)ervisor on G. & B. Dis- 
trict, was hurt in an accident, (October 7th. 
and is improving slowly. Robert Pitman of 
Belington is acting supervisor in his place. 

died at (jrafton on October li.lth 


March 10 h, lK4o. When he was only fifteen 
years of age he entered our telegraph service 
at .Mount .Viry, .Md. In ISOl lie was made 
operator and worked at various offices along 
the Baltimore A: Ohio during the first three 
years of the Civil War. 

During these early days of the war Mr. Cliiic 
had some very exciting experiences as a result 
of the friction between the forces of the North 
and South. He was taken prisoner on one 'occa- 
sion at SirJohns Run and was taken to Martins- 
burg, where he was placeil in prison. However, 
he soon made his escape, and was hidden for 
a time in the cellar of a house owned by a Miss 
llcss. He later returned to Sir Johns Hun and 
hid in the woods near there until he could reach 
some of his friends. 

Mr. Cline went to Grafton in 1863 and marrie<| 
Miss Elizabeth Hall Hammond on December 
.')th, ISGo. To this imion, ten children were 
born, five of them being girls and an equal 
ninnber boys. 

Serving continuously in the telegraj)h service 
Mr. ("line was made division operator April 10th, 
1S70, and continued to do excellent work. In 
June. lS9o. he was made manager of the Grafton 
ofhce. this making him head of both the Western 
Cnion and the Company lines, as the office is 

THK L.\Ti: A. r. CI.IM 



a joint one. He held this position up until the 
time of his death and his long and faithful serv- 
ice is a record to which he might have pointed 
with great pride. He practically built the 
telegraph lines from Cumberland to Grafton. 

Mr. Cline served in the capacity of teleg- 
rapher in Graf ton for forty-nine years, and had 
altogether been in the service for fifty-three 
years, possibly the longest record of any man 
in West Virginia. This period of service was 
continuous and he practically never took a vaca- 
tion or the day or two of rest that he would have 
been permitted. 

The pallbearers at the fimeral, all members 
of his own office force, were as follows: J. C. 
Newham, C. E. Hostler, J. W. Kinney, C. F. 
Schroeder, F. W. Ivnight and J. C. Shives. 

Daughter of Brakeman Charles B. Helwick, Clarksburg 

F. White, the popular tonnage clerk of the 
superintendent's office, recently married. He 
looks mighty happy. 

C. M. Baker, extra operator, goes to Corn- 
wallis as agent, vice A. R. Pa^^le, to Walker, 
W. Va. 

S. T. Cantrell has been appointed assistant 
superintendent of the Monongah Division of the 
Baltimore and Ohio Railroad, with head- 
quarters at Grafton, W. Va., the appointment 
taking effect November 1st. Mr. Cantrell 
was promoted from supervisor of transporta- 
tion and the new position was created to extend 
official supervision on the Monongah Division. 

Mr. Cantrell was born at Fredonia, Kansas, 
January 12, 1876, and his railroad career, prior 
to entering the service of the Baltimore & Ohio 
Railroad, was spent with the St. Louis & San 
Francisco Railroad. He started as a telegraph- 
operator, later became a yardmaster, train- 
master, assistant superintendent and superin- 
tendent with the Frisco. 


Correspondent, A. G. Youst, Operator 

Glover Gap 


H. B. Green Superintendent, Chairman, Wheeling 

C. H. BoxNESEX Trainmaster 

G. F. Eberly J. Division Engineer 

J. Bleasdale : Master Mechanic 

M. B. Rickey Division Operator 

W. F. Ross Road Foreman of Engines 

M. C. Smith Claim Agent, Wheeling 

C. M. Criswell Agent, Wheeling 

J. H. Kellar Relief Agent, Wheeling 

Dr. C. E. Pratt Medical Examiner, Wheeling 

Dr. J. E. Hurley Medical Examiner, Benwood 

E. L. Parker Conductor 

V. A. Haggerty Operator 

O. A. Van Fossen Car Inspector, HoUoway 

E. y. WiLLUMS Machinist, Holloway 

\y. Gandy Car Repairman, Benwood 

8. Sloax Shopman, Cameron 

A. Dixox Engineer, Benwood (Yard) 

T. H. Brewster Conductor, Benwood (Yard) 

P. McCann Fireman, Benwood 

E. WiLKixsox Agent 

E. M. Pomero y Agent 

G. Adlesbergeh Car Foreman 

Jj. M. CoLLixs Car Foreman 

L. B. Kemm Master Carpenter 

J. T. CoYXE Section Foreman 

L. D. McCoLLOuGH Track Supervisor 

H. Haggerty Track Supervisor 

P. Murtaugh Track Supervisor 

T. C. Stoxecipher Track Supervisor 

D. Pierce Signal Supervisor 

A number of changes have been made at 
Wheeling. The"bfiice which has been occupied by 
the car distributor was made part of the time- 
keeper's office and the car distributor now oc- 
cupies the office formerly occupied by the car 
record office, which is now located in the gen- 
eral yardmaster's office at Benwood. These 
changes will give us more room all around. 

J. F. Jewell, file clerk in the superintendent's 
office, has been transferred to the timekeeper's 
office and is succeeded by Cornelius Donovan, 
formerly file clerk to the general superinten- 
dent at Wheeling. John Stromp, former bill- 
ing clerk at the local freight house, succeeds 
Donovan as file clerk to Mr. Williams. 

We were all sorry to learn of the serious acci- 
dent which occurred to conductor O. S. Daven- 
port at Underwood on September 20th. Mr. 
Davenport suffered the loss of a limb while con- 
ducting his train through the north siding. 
That he may have a speedy recovery is the wish 
of all his friends. 

J. H. McAllister, secretary to superintendent 
at Wheeling, has returned after a very pleasant 
two weeks' vacation spent in Baltimore and at 
other points of interest. 

W. M. Higgins, assistant division engineer at 
Wheeling, has resigned to accept a similar posi- 
tion with his father-in-law, a bridge contractor. 

Quite a serious misfortune is reported toliave 
happened to James Flynn, stenographer to 
division engineer Eberly, at Wheeling. Jim 
left Wheeling for his vacation on train No. 105 
on a beautiful Saturday night enroute to Kansas 
City, but long before he reached there, found 
that someone had lifted his pocket book and 



past!. He was hat checked to the point he do- 
sired to go but on getting from the train he 
found himself alone in a great city minus liis pass 
and purse. Jim was discouragotl. He had a 
(hUe that night with a young hidy, and did not 
know how to get out of it. Fortunately he had 
relatives in Kansas City antl after spending the 
day with them he succeeded in ))orrowing five 
dollars. Hiring an automobile he started out 
for an evening's enjoyment, but alas! he was ar- 
rested for speetling and found himself in the hole 
again. For a second time his relatives came to 
his assistance by paying his fine and releasing 
him from the bonds of the law. Jim wired to 
Wheeling for another pass, which was sent him, 
but misfortune carried it astray and it did not 
reach him. He got back to Wheeling at the 
expiration of his vacation period but we don't 
understand how he did so (perhaps he took a 

J. Cunningham, stenographer to G. Y. M. 
Davis, and C. Landers, chief clerk to G. Y. 'SI. 
Davis, have returned to duty after short 

E. J. Deusch, timekeeper maintenance of way 
Wheeling office, acted as chief clerk to division 
engineer during the absence of chief clerk Vil- 

Lampman Michael Hopkins and wife of Glo- 
ver Gap have returned home after quite an ex- 
tensive visit through Canada for the benefit of 
the former's health. •Mr. Hopkins is a hay fever 
victim and has quite a serious time each autumn. 

Passenger conductor Ed. Kemple has movetl 
from Benwood to Wheeling in order to be closer 
to his work. 

The little daughter of conductor O. S. Daven- 
port was struck by an automobile, and while 
painfully hurt, was not seriously injured. 

Extra conductor G. H. Hamilton is able to be 
out after a seven weeks' tussle with typhoid. 

Section foreman T. B. Nixon of Benton Ferry 
has joined the benedicts. We did not learn the 
name of the lucky bride. 

Supervisors ]\Iurtaugh and Hagerty are put- 
ting in new rails on the hills and are hustling to 
close the work before cold weather. When this 
work is completed the main line of Wheeling 
Division will be in first class condition. 

Assistant chief medical examiner Dr. E. V. 
Milholland of Baltimore, and Dr. J. E. Hurley, 
medical examiner of Benwood, accompanied by 
division operator M. B. Rickey, have just com- 
pleted a tour of the Wheeling Division, making a 
physical examination of all telegraph operators. 
They had special car Xo. 13G2, which was well 
equipped for such service, having sleeping apart- 
ments so that they could tie up at any point on 
the line when darkness overtook them. 

Their train was in charge of conductor T. W. 
Johnson, brakeman A. M. Efaw, engineman F. S. 
Buskirk. fireman W. J. Gillingham, with engine 
No. 30.^. This crew remained with the part}' 
over the entire division. 


Correspondent. J. 11. Oatev, Y. M. C. A. 

Secretary, Parkersburg 


{ '. 10. HiiYAV SuiKTintcniKnt , Ciiuinnan 

.'^. 1'. KiKKLK Vurdinan, I'lirkeraburc 

1{. T. KvKKETT Yardman, IIuntinKton 

J. W. M.vTHENY EngintHT 

C C\ M.\DER Fireman 

J. r. Duv.\L Conductor 

( '. F. Br.\nham Brakeman 

W. A. Butcher Shopman, Car Department 

J. W. BoHN Machini.«<t 

J. K. Cromley Agent, Ravenswoo<l 

.1. G. Umpleby Agent, SLstersville 

H. M. McPherso.v Platform Foreman, Parkersburg 

J. J. FL.\HERTy Platform Foreman, Huntington 

II. G. Bailey Yard Track Forcruan 

Grant Havex Tin and Pipe Shop Foreman 

I'. J. MoRAN Yardman, Parkersburg 

L. W. Strayer Maintenance of Way 

W. E. Kennedy Claim Department 

A. J. BossYNS Relief Department 

J. H. Oatey Y, M. C. A. 

C. F. Casper. .Chief Train Dispatcher and DixTsion Operator 

S. S. Johnson Supervisor 

G. M. Bryan Supervisor 

J NO. Landers Supervisor 

F. P. CoE .• Master Carpenter 

J. S. Echols Chief Clerk to Agent, Parkersburg 

R. E. Barnhart Agent-Y'ardmaster, Huntington 

F. H. Mag.\lis Yardmastor 

F. A. Carpenter General Yardmaster 

F. C. MoRAN Trainmaster 

ly. M. SoRRELL Road Foreman of Engines 

L. E. HAiSLn- Division Engineer 

J. T. LuscoMBE Division Master Mechanic 

H. E. PuR.'iELL Relief Agent 

Dausliter of Conductor J. W. Mathony 

The accompanying picture is of the little 
daughter of engineer J. W. Matheny, safety 
committeeman. Her name is Gwendol>Ti Eloise 
Matheny, and she is four years old. 



Every time her father is called he gets his 
orders from her. They read: ''Don't forget, 
father, to be safe and good and come back to 
mamma and me. We are always lonesome 
without you." 


This picture is of the granddaughter of super- 
visor G. M. Bryan of Ravenswood, Kathelyn, 
holding his very valuable rip-rap pointer 
"Pearl." Mr. Bryan boasts that this is the 
best bird dog in the United States. The 
picture was taken near Mr. Bryan's house, as 
his granddaughter was out playing with her 
doll baby and teddy bear. The picture might 
well be entitled "two thoroughbreds," for 
seldom do we see a sweeter-faced girl than Miss 

The death of J. H. Shields, a well known 
employe, occurred at the family home at No. 
1719 Beaver Street. Mr. Shields was fifty- 
three years old and had been in the service of 
the Company for twenty-one years. 

He was honest and conscientious about his 
duties and had the esteem of all who knew him. 
His death is sincerely regretted. He was born 
in Meigs County, Ohio, in 1861 and moved to 
Parkersburg seventeen years ago. He is sur- 
vived by his widow and two children, Okey E. 
Shields of Wierton and Mrs. Guy Kelly of 

About two months ago, shopman Walter 
Conley sustained a very serious injury to one 
eye, when it was struck by a sliver of steel. 
He was sent to Johns Hopkins Hospital at Balti- 
more for treatment, and remained there some 

time under the charge of a skilled physician, 
there being some hope that the sight might be 
saved. However, after a time, he was told 
that nothing further could be done there and 
he has returned home. 

Recently it was feared that the other eye 
would become affected through sympathy and 
it was determined to remove the injured eye 
by enucleation. This operation was performed 
at St. Joseph's hospital. Mr. Conley was able 
to go to his home, but he will be confined to the 
house for some time. 

Charles Deem, who recently had his back 
badly hurt while at work in the yards, has 

The accompanying photograph is of the step- 
son of fireman F. G. Burge. He is holding a 
bunch of one of the varieties of cow-peas, with 
which Mr. Burge has had great success in his 
garden, the average length of the pods having 
been twenty-eight inches. 

When Mr. Burge entered the service of the 
Company in 1910, he did not own his home, but 
he determined to have one and by steady work 
as a fireman he secured enough money to buy 
through the Relief Department, and is now 
enjoying the comforts of home life. Mr. Burge 
is well thought of on the division and is a very 
industrious and creditable employe of the 



lie Engineer al>o\e tlir 
the U. iV O. Safety lirst 
is W. S. Gillette, of the 
B. &0. UeIo« ii HtiKi- 
iieer George Eno. of the 
ChicakTo- Denver 
L inite(l^#l the Burhm;- 
ton Route. 15oth have 
ca ' r ied If a in i I t on 
W.Vches for yrari with 
t-rffj't s .tisfaction. 

Hamilton Uctfcl 

" The Railroad Timekeeper of America " 

Accuracy First is "Safey First" 

\a'{ the inan\' men >()U know who 
carry the Hamilton Watch tell you 
about its accuracy and clurabihty 

The Hamilton Watch is made in all standard sizes and 
sold by jewelers everywhere. For Time Inspection Ser- 
vice. Hamilton Xo. 940 (IS size — 21 jewels) and No. 992 
(16 size — 21 jewels) are the most popular watches on 
American Railroads and will pass any Official Time In- 
spection. For general use you can buy .a Hamilton 
Watch from $12.25 for movement alone (in Canada 
$12.o0 up to the superb Hamilton masterpiece at $150.00. 
Xo extra charge for Safety Numerical Dial on new rail- 
road watches. A Hamilton movement can be fitted to 
your present watch case if you desire. 

Write for the Hamilton Watcti 
Book — ''The Timelceeper" 

It pictures and describes the various Hamilton models 
and gives interesting watch infonr.ation. 

Hamilton Watch Company, Lancaster, Pennsylvania 

Master Builders of Accurate Timepieces 





Correspondent, W. T. Lechlider, Superin- 
tendent, Cleveland 
E. Lederer, Secretary, Cleveland 


W. T. Lechlider Superintendent, Chairman 

M. H. Broughton Ass't Superintendent, Vice-Chairman 

E. Lederer Secretary 

J. E. Fahy Trainmaster 

J . A. Anderson Master Mechanic 

H. H. Harsh Division Engineer 

P. C. Loux Road Foreman of Engines 

W. J. Head A. R. F. E. & A. T. M. 

E. G. Lower Y Assistant Road Foreman of Engines 

G. W. RiSTiNE Assistant Road Foreman of Engines 

E. M. Heaton Division Operator 

J. Fitzgerald Assistant Trainmaster 

C. H. Lee A. T. M. & G. Y. M. 

F. J. Hess Chief Dispatcher 

C. H. Richards Night Chief Dispatcher 

R. D. Sykes Medical Examiner 

J. J. McGarrell Medical Examiner 

G. J. Maisch Claim Agent 

A. J. Bell Terminal Agent, Cleveland, O 

C. E. Pierce Terminal Agent, Lorain, O. 

J. J. Herlihy General Foreman, Cleveland, O. 

J. A. SuB.iECK General Foreman, Lorain, O. 

O. Bender Foreman, Steel Car Dep't, Lorain, O. 

B. J. Waterson Yard Foreman, Canton, O. 

J. T. McIlwain Master Carpenter 

M. B. Garrell Locomotive Foreman, Akron Jet., O. 

R. W. Bair Engineer, Lorain, O. 

H. H. Beard Assistant Yardmaster, Lorain, O. 

J. H. Miller Agent, Strasburg, O. 

J. Cline Assistant Yardmaster, Cleveland, O. 

O. P. Eichelberger.. Assistant Yardmaster, Akron Jet., O. 

F. H. Garrett Foreman, Akron Freight Station 

G. A. Arganbright Supervisor, Massillon, O. 

O. F. Murray Relief Agent 

C. H. RoTHGERY Assistant Storekeeper, Cleveland, O. 

H. Lynch Engineer, Cleveland, O. 

S. L. McCuTCHiN Conductor, Cleveland, O. 

S. L, Allen Car Inspector, Canal Dover, O. 

C. H. James Brakeman, Canton, O. 

A. C. Galeaz Fireman, Lorain, O. 

The accompanying photograph is of crew of 
yard engine No. 1652, which is used in switching 
at Otis Steel Co. The crew, reading from left to 
right, are C. N. Whitacre, conductor; F. E. 
Varnes, fireman; J. Miles, engineer (leaning on 
steam chest); A. H. Harding, brakeman, and 
J. M. Buyansky, brakeman. 

A wedding of unusual interest, due to the fact 
that the contracting parties are among Lorain's 
most prominent and popular residents, occur- 
red in Elyria on Saturday, October 10th, 1914, 
when Miss Margaret Gunn, eldest daughter of 
Mrs. Mary B. Gunn, and the late Robert Gunn, 
of Hamilton Avenue, became the bride of J. A. 
Anderson, also of this city, and master mechanic 
of the Baltimore & Ohio shops. 

Mrs. Anderson is one of Lorain's most talent- 
ed young women. She is a musician of rare 
ability and until recently has been employed as 
pianist at the American Theater, Elyria. She 
has a wide circle of friends in this city who will 
be surprised to hear of her marriage. 

Mr. Anderson is employed as master me- 
chanic at the Baltimore & Ohio. He has made 
many friends since his residence in Lorain. 

The superintendent has recently been sending 
out bulletins comparing personal injury lists for 
succeeding months and urging greater coopera- 
tion among all employes along "Safety" lines. 

Another bulletin sent out by the superinten- 
dent to all agents reads, viz.: 

It has been noticed on several occasions that 
station men, especially baggage and express 
men, are smoking while attending to passenger 

'I'lii: i^\T/riM()HK AND OHIO l:^IPLo^■I:s m ac azini: 


It is not desirable for station employes to 
smoke while on duty, especially when selling; 
tickets, checking or handling baggage or other- 
wise engaged in serving patrons and conducting 
the station work. 

Won't you kindly liave this understood by all 

Emil Schonberger, formerly in road foreman's 
office at Lorain, has been transferred to (Cleve- 
land as assistant time clerk in maintenance of 
way department. He'll soon be educated. 

Of all sad words, 

In this world of ours, 
The saddest are, 

"Before Sixteen Hours." 
— D. B.R. LrcAS, Train Dispatcher. 

Of all glad words. 

That makes them grin, 
Are just these four, 

"They just made in." 

— E. L. 

On October 5th, Mrs. Malloy, janitress at 
Cleveland passenger station, picked up a pocket- 
book containing a sum of money and other 
papers, which she promptly returned to the 
owner. We knew that she was very honest 
when she said that it would hurt her conscience 
to keep it. Surely the Germans are a great race. 

The accompanying photograjih is of yard 
brakeman J. R. Tinslcr and a miniature pacific 
type engine which he has made during his spare 
time. This locomotive is perfect in every 
particular and can either be run by steam or bj' 
compressed air. 

The engine and tender combined are only 16 
inches long; cylinders are 3^ inch stroke, and 
13/32 inches in diameter; driving wheels are 1}4 
inches in diameter; pony trucks 9;'32 inch; 
trailer wheels ^i inch. 


Working prct^surc 30 lbs. 

Outside diaincter, first ring 1-7/16" 

Firebox \%" in length ami \%" in width 

There are 12 tubes, }s" in diameter; length is 4^4" 
Clearance above rail 3Js'' 

Driving wheel base "^'/g" 

To'al wheel ba'^e "Is" 

A pump placed just between the frame an<l 
just back of the cylinder saddle is driven by a 
center crank from the main axle. This takes 
water from the tank and keeps boiler supj)lied. 

Denatured alcohol is used for fuel and it flows 
by gravity from the tank to the fire box where 
it burns on an especially constructed wick, mak- 
ing j)lenty of steam to operate the engine. 

Kngine is also equipped with headlight and 
whistle, l)oth of which o|)erate. 

Mr. Tinsler is a stationary engineman but has 
had no experience as a machinist. The engine 
is oidy one of many ingenious mechanical toys 
he has constructed. lie has been in the service 


ATENTS that 

properly protect 

Maybe that idea of yours is very valuable.- It 
costs you nothing to get my advice. Write me. 

Established 1882. "Inventor's (iuide" free on request. 

FRANKLIN H. HOUGH ^fk'smNoVoN.S't?: 

The Success Express 

becomes the slow freight when 
the Human Engine goes wrong. 

You Can't Fail— 

if you have vigor of body and the 
power of mind that goes with it. 

You Can't Succeed — 

if your body is weak and ailing and 
despondent with the worry of the 
incomplete man. 

I am the Master Builder 

whose own body is the most perfect in 
the world and who has perfected more 
human bodies than any other living man. 
Take the Strong^fort Route to the 
land of achievement, the land of vitali- 
ty, energy and power. YOU have as 
much right to be a real man as anyone 
else has. Let me direct YOU, as I direct 
everyone who rides over my road — per- 
sonally and individually. Send 4c to 
cover mailing of my free hook. "Intelli- 
gence in Physical Culture." 

Lionel Strongfort 

Dept.O-ll, 200 Fifth Ave. I ilth Ave Hldfr i. New York City 

Visible Typewriters 

like. INo money - ;^ , _. 

L— unconditional ~"Sr^ ^^-is.stV?'^-'' 
;ly no typewriter« {h \ j*<i<iSSj^^^ 
>se secured direct xV ^ST^ * 


Low prices— open an account if you ft:t^ 
prefer. Pay as convenient — take a d^- 
year or more if you like. No money 
guarantee. Absolutel 

furnished except those secured direct. XV >ii==^^-^ 

from the manufacturers. Nt) shop-worn, ^^t -«*^*2^ 
damaged or inferior machines — every ^--•— ■ 
one warranted to be perfect in every detail. Complete equip- 
ment. You cannot get such machines from anyone else— 
we are authorized distributors of the models we sell. 

This plan is now in its fifth successful year. More than 
20,000 orders have been received. 

No tmitttr what yoii now tliiiik, don't ohliyate yourself — <lon"t 
siMiid a ctiit until vou irt't our t"o rHi;i: |tt>OKS. No salesmen 
to iM.tluT vow. Jiist ri-ud tlie hooks and ilcciili- fi>r vourstlf. Your 
nanii' and adilross on >i povtnl is nil ttial -^ nt(t>>ar\ . .send today, 
U-eaiisf \vf liavi-u spci-ial limited ollrr jii-t now. i236> 

166-W47 N. Michican Boulevard Chicago, Illinois 

Please vicnlion this magazine 




at Lorain as yard brakeman since September, 
1911, and was promoted to extra conductor on 
November 2d, 1913. 

Brakeman F. V. Brecount, who generally is 
very communicative became suddenly quiet 
on the 12th of October, and made himself 
scarce around Lorain yard office. We learn 
that he was married on the 13th, but he refuses 
to divulge the young lady's name. We extend 
our congratulations. Perhaps Brec will have 
someone else to talk to now when he reaches 
Lorain, and will not be seen about the yard as 
much as formerly. 

On October 15th, yard brakeman P. W. Scott 
had his arm taken off at Lorain car dump. He 
has been a very faithful employe and has the 
sympathy of everyone on the division. 

Mrs. Graynell, our matron at Cleveland 
passenger station, has been off for ten days 
because of sickness. Mrs. G. Stelzer, wife of 
baggage porter at Cleveland, is taking her place. 

J. E. Fahy, trainmaster, has been away. He 
claims the climate around Rattoon is great. 

We don't. We haven't been there. This is 
the first vacation Mr. Fahy has taken in many 
years, and he certainly enjoyed himself. 

Effective September 22d, 1914, O. E. Hudson 
was appointed roundhouse foreman at Cleveland. 

The employes of the Cleveland Division 
wish to extend their sincere sympathy to G. W. 
Ristine, who lost his father in an automobile 

The enclosed photograph is one of the subway 
now under construction under our main tracks 
and switching lead at outboimd yard, 28th Street, 
Lorain. This work will be completed about the 
end of November and will eliminate one of the 
most dangerous grade crossings in the city. 
The street car line which now crosses our tracks 
at 21st Street will be diverted to 28th Street, 
thereby doing away with the possibility of 
accident at 21st Street. The consideration is 
over $89,000.00 which is shared equally by the 
city and the Baltimore & Ohio Railroad Co. 

There is no larger monument in the city to 
Safety First than this piece of work. 


rni; BAi/riMDHv: and oiiio KMrroM-.s mac.a/ini: 



CoiTesixiiiilcnt, T. J. D.u.v. Xt'wark 

J. H. Jackson Superintendent (Chainuan), Newjirk, (>. 

C. C. Grimm Trainiiutstor. Newark, O. 

D. L. Host. Trainmaster and Chief Train Dispatcher. 

Columbus. (>. 
J. ToKDELLv Division Engineer. Newark. (). 

(). J. Kellv Master Mechanic. Newark. O. 

E. C. ZiNsMEWTEK Master Carpenter. Newark. O. 

E. \\. DoRSEY Signal Supervisor. Newark. O. 

Ci. R. Kimball Division C)p<>rator. Newark. D. 

J. S. Lirri.E Road Foreman of Kngines. Newark. ( >. 

V. C). Pe, k. Assistant Road Foreman of Engines. Newark. O. 

A. R. Cuv YTOR Division Claim Acent, Newark. (>. 

C L. Johnson Agent, Columbus. O. 

R.E. MrKEE \gent. Man-field. (). 

C. R. PoTTEK Agent. Newark. O. 

A. C. Richards Agent, Zanesville, O. 

M. FoHDYCE. Agent, Cambridge, (). 

I.R.Lane Agen'. Barnesville, O. 

J^ M. WoRSTALL Traveling Freight Agent, Zanesville, O. 

Dr. a. a. Chvrch Medical Examiner, Newa.'k, O. 

Dr. \V. a. Funk Medical Examiner, Zanesville, (). 

F S. Mahurd Sunervisor, Newark, O. 

J. Vaxdivort Conductor 

\. N. Glennan Road Brakeman 

C. G. Miller Shopman 

N. O. Neitzelt. . Section loreman 

R. C. S\wYER Yard Hrakeman 

H. \V. Roberts Yard lirakoman 

E. D. Bancroft Secretar>-. Y. M. C. A.. Columbus. O. 

D. P. Llby Shopman 

J . H. Thompson Assistant Yardnliister 

v. D. PiERSON .\ssistant Car Foreman 

W. T. Howard. Conductor 

F.F.White . ...Engineer 

Mac'hinis;! Chas. Gartner of tlie round house, 
i.>< the proud papa of a fine son. 

James Richardson, formerly foreman of shops 
at Parkersburg, is now located at Newark, as 
foreman of round house drop pit. 

Joseph Church and wife spent their vacation 
with friends in Kansas. Mr. Church is em- 
jiloyed as machinist in erecting shop. 

Frank Cole, formerly shipping clerk at foun- 
dry, has accepted a position as clerk at machine 
shops at Newark. 

A verv interesting lectiu'e was given at the 
Newark'Y. M. C. A., October 8th, on the safe 
handling of explosives and other dangerous 
articles by inspector J. C. Davis of the Bureau 
of Ex])losives. There were nearly 200 present 
representing all the different departments, who 
secured some very valuable information on the 
safe handling of these dangerous articles. 

John Tordella, division engineer. Newark. 
Ohio, accompanied by Mrs. Tordella. have gone 
to California on their vacation trip. 

Ray Blackstone. stenographer in superin- 
tendent's office, enjoyed a few days" sciuirnl 
himting recently. 

The many friends of Arthur Irwin, formerly 
of the superintendent's office, regret to hear of 
his still being confined at his home on accouni 
of serious illness. 

Many employes of this division will be sur- 
prised to read the following clipping from :i 
Creorgia paper of October 16th: 

''Railroad men throughout this section are 
i^rieving over the death this week of conductor 

Please men 

R. L. Butt of the Montgomery district of the 
Atlantic Coast Line. He died at the home of 
his son in Atlanta, funeral services being held 
at Montgomery, where he was prominent both 
in business and political circles. He was a 
member of the Alabama Legislature, having 
the distinction of being one of the few railroad 
conductors of the Coiust Line who went to the 
Legislature. Cai)tain Butt was born at Midway. 
Ala., November ISth, iSoli. conungfrom a family 
that settled near Ter River, N. C., from Wales- 
about ITtiO. He began his railroad career as 
a telegraph oi)erator and worked in nearly all 
departments. From 1S80 to 18<S9 he was with 
the Baltimore cV: Ohio and then was with the 
.Vlabama Midland and the old Plant Syst(*m. 
which later became the Atlantic Coast Line. 
He was a conductor for about twenty years for 
the Coast Line and was one of the most popular 
men in the system's employ." 

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The accompanying photograph, which on ac- 
count of its length had to be reprodnccd in 
segments, is of the engineers and their wives, 
who attended the 50th anniversary of the 
lirotherhood of Locomotive Engineers of tlie 
lialtimore & Oliio System, held at Newark 
during the week of October 20th. Quite a 
number of the older engineers were present at 
this celebration, George Sturmer among them. 


Correspondent. P. A Jones. Office of Chief 

Cl( rk. Conncllsville 


O. L. Eato.v Superintendent, C'huiriuan 

S. C. WoLFERSBEHGER .^ssistant Superintendeni 

F. U. HosKixs Division Engineer 

T. K. Miller Master Mechanic 

T. E. Jamison Trainmaster 

G. N. Cage Road Foreman of Engines 

H. B. PiGM.\x Division Operator 

Dr. M. H. Koehler Medical Examiner 

J. M. Conners Car Foreman 

H. D. Whip Relief Agent 

T. F. Murphy Car Inspector 

F. Fagan Conductor (F. M. & P. ) 

J. B.uxe Conductor (S. & C.) 

H. F. EivixGSTOx Fireman 

R. W. Hoover Train Dispatcher 

J. R. Kalffmax Acting Master Carpenter 

F. Bkyne Claim Agent 

E. B. Small Machinist 

S. W. Hcddlestox .'. Conductor 

W. Seatox Conductor 

M. E. Martz Foreman (M. P. D^t.) 

P. J. Adams Inspector (M. of W.) 

M. P. Heaxey Supervisor 

J. A. Fleming Agent 

J . Wardle Y •. Ix>comotive Engineer 

J. T. Griffin Agent 

C. A. Albright Agent 

J. Russell Axdersox Secretary 

E. E. Russell Captain of Police, Headci't's, Connellsvilfe 

At a recent meeting of the Baltimore & Ohio 
Duckpin League of Connellsville a schedule for 
the season of 191-4-191.5 was adopted, which 
calls for twenty-five games. The sejison opened 
October 5th and will close April 2d. Prizemoney 
amounting to S95.00 will be offered, the distri- 
bution to be as follows: 

Team finishing first ii2~) . 00 

Team finishing second 15.00 

Team finishing third 5.00 

Team making highest score in any one 

game during the season ' 10 . 00 

High individual score made in any game 

for the season 5.00 

High individual average for the entire 

season 5 . 00 

High individual average bowler on each 

of teams, $5.00 30 . 00 

Each member will be assessed $1.00 for mem- 
bership fee. This is to be set aside for a ban- 
cjuet to be held at the end of the season. 

The results of the games played during tlu" 
first two weeks of the season and the present 
standing of the teams are as follows: 

Total. Total. 

Oct. 5tii Macliinists 141G Freight House. .1481 
Oct. 7th Mo. Power 1011 Supt. Office. . . . 1374 

( )ct. 9t h Yard 1544 Scales 1 1S9 

( )ct. 12th Yard 1552 Supt. ( )Hicc . 1445 

Oct. 14th Mo. Power. 1600 Freight House 1474 
Oct. IGth Machinists 1402 Scales. Forf^-iici. 

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Combination Billfold 
& Railroad Passbook 


MB ^^ All Other manufacture rs failed to produce 

P^m D^^ what we now otTrr you— our newly pal- 
• W\W\l enled Billfold, with 6 combination.^ Intel. 
^^^ ^^ ^"^ This r.illtol.llias been tested by many rail- 
Worth $1 .50 road men. who pronounce it perfect. From 
Inventor to you. We sell no stores, no 
•ienta— we ffive you their profits. This Billfold is made of 
real genuine leather; nopaperorcloth to rot from perspira- 
tion, will not fall apart in water. Has 3 folds and 6 separate 
compartments. Transparent compartments for the larg- 
est railroad pass, secret place for paper money, place for 
gold and silver, two separate places for large or small busi- 
ness cards, an identif'CPtion card, place for postage stamps, 
car tlckttf. jtarly cakiidar.eio. Ladiws or ireuts can use this book. 
ezn Tostpalfl. Mention black m tan tMither. 
OviC S<'ii(l money (.nltT.^tanij>^,N.Y. draft only. 

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Standing of Clubs. 

Teams. Won. ^^^^ 

Yard 6 1000 

Motive Power 5 1 833 

Machinists 4 2 667 

Freight House 3 3 500 

Scales 6 000 

Superintendent's Office 6 000 

On October 2d, the stork visited the home 
of brakeman and Mrs. J. W. Beatty of Connells- 
ville and left an eight pound boy. Mother and 
son are doing well. 

The accompanying photograph is of en- 
gine No. 1404, running on trains Nos. 50 and 51 
between Connellsville and Fairmont. Reading 
from left to right the employes shown are: 
T. E. Miller, master mechanic; T. S. Blacklin, 
engineer; D. T. Sanner, fireman; A. C. McCor- 
mick, general foreman; E. J. McSw^eeney, assis- 
tant roundhouse foreman; M. O'Connor, hostler 
foreman; T. Logan, pipe fitter foreman; T. Mc- 
Kivitt, clerk, master mechanic's office; J. Lu- 
jack, pipe fitter; Thomas Nee, roundhouse fore- 

W. A. Burnsworth has been appointed night 
ticket clerk at Connellsville station. Mr. 
Burnsworth was formerly clerk and warehouse- 
man at Confluence agency. 

E. S. Russell, captain of police, with head- 
quarters at Connellsville, has been appointed 
safety committeeman for the Connellsville 


Correspondent C. W. Blotzer, Clerk Car 
AccountanV s Office, Pittsburgh 


C. B. GoRSUCH Superintendent, Chairman 

T. W. Barrett Viee-Chairman, Trainmaster 

W. J. Kennedy Secretary 

M. C. Thompson Road Foreman of Engines 

C. C. Cook Division Engineer 

W. A. Deems Master Mechanic 

T. J. Brady Trainmaster 

L. FiNEGAN Superintendent Shops 

G. W. C. Day Division Operator 

\V. Battenhouse General Car Foreman 

H. N. Land ymore Operator 

E. L. Hopkins Machinist 

H. G. Waltower : . . Yard Conductor 

H. J. Spangler Yard Brakeman 

C. C. AiNSWORTH Yard Brakeman 

W. E. Burtoft Car Foreman 

W. M. Clark Master Carpenter 

H. L. Gordon Assistant Division Engineer 

W. D. Carroll Supervisor of Signals 

John Haggertv Passenger Engineer 

F. M. CocKRELL Road Engineer 

C. F. Harvey Passenger Fireman 

Frank Bryne Claim Agent 

Dr. J. P. Lawlor Medical Examiner 

W. Davis Yard Conductor 

T. F. Donahue General Supervisor 

R. J. Smith Agent, Junction Transfer 

W. F. Deneke Agent, Pittsburgh 

P. Colligan Agent, Allegheny 

W. B. Peters Agent, McKeesport 

H. M. Grantham , , Agent, Braddock 

W. I. McKee Agent, Butler 

H. B. Jeffries Agent, Washington 

J. A. McKiE Agent, EUwood City 

W. M. Snider Car Foreman 

C. E. McDouGALL Assistant Trainmaster 

J. S. CuMMiNGS Passenger Brakeman 

J. H. Bash Road Conductor 

Wm. Ross Yardmaster 

E. W. Rollings Road Conductoi- 

E. H. Fenstemaucher Road Conductoi 

rill". BAi/riMoin: and omo I•:^ll'I.()^■^;s mac.azixk 


On Monday evening, September 28th, Divi- 
sion 370 of the 13. of L. E. held their 27th anni- 
versary l)an(iuet and reception in Odd Fellows 
Tenipfe. Pittshurfih. 

The onfiiiKH'rs who compose Division 370 arc 
in the main cmph)yc(l on tlie Pittsburgh Divi- 
sion of the Baltimore A: Oliio Haihoad. It was 
given as a Pittsburgli Division family affair and 
none but locomotive engineers and their wives 
were iiresent. There were a few visiting mem- 
bers of the order who came on invitation of 
individual members of Division 370. The 
whole temple was occupied. The room on the 
third floor was used as a reception room for the 
ladies of the auxiliary. The large room on the 
second floor was handsomely decorated in the 
national colors with a lattice work around the 
rostrum entwined with autunm foliage. This 
beautiful decoration was further carried out by 
a large locomotive headlight on which was 
painted the "Safety First" emblem of the Balti- 
more cS: Ohio Railroad. Over the speakers' 
heads hung the motto of the order: "Sobriety. 
Truth, Morality and Justice." The invited 
guests of the Division were: Assistant to the 
general manager, George W. Sturmer, of Balti- 
more; assistant general superintendent C. L. 
French; superintendent C. B. Gorsuch; train- 
master T.J. Brady; superintendent of shops L. 
Finnegan; maSter mechanic \V. Deems; foreman 
of engines M. C. Thompson and foreman of 
shops W. Smocks. 

The speakers of the evening were: George 
W. Sturmer, C. L. French and C. B. Gorsuch. 

The exercises of the evening were opened with 
prayer by Chaplain Hudson, who was followed 
by Hayden's orchestra playing the "Star 
Spangled Banner," with the audience standing. 
The Mesta Machine Company's quartet from 
"Old Virgimiy" sang several choice selections 
during the evening. After the feast for mind 
and ear was over a grand march was arranged 
which led to the banquet hall on the second 
floor, where five tables of 250 plates groaned 
with all the good things that could be thought 
of by the Ladies' Aid of the M. K. Church, who 
served under the direction of Airs. Clarence 
Shook, their president. 

After the invocation by Chaplain Hudson, 
the engineers whistled "off brakes," and they 
all fell to and "moved their tonnage." The 
banquet hall was beaut ifull}- decorated in the 
colors used in railroad service — red, white and 
green. During the banquet a toast was ofTered 
by engineer S. A. Irwin to the Comj^any, which 
was drunk in cold sparkling water. Towards 
the end of the bancjuet general superintendent 
French proposed a toast in the same "God- 
given drink," clear, cold water, to "A long and 
successful life of Division 370, B. of L. E., and 
its members." Hayden's orchestra played 
many beautiful selections diwing the evening. 
The anniversary and banquet closed with a 
good fellowship meeting and fraternal greetings. 

The committee of arrangements of Division 
370 were: S. A. Irwin, George K. Reed, Jacob 
Hudson. H. E. Lowe. J. W. Eustice, G. W. 
Bogardus and H. G. Thornton. 

An occasion of this nature in which the men 
of the various departments of the road and the 
men who are at the front end of the constantly 
moving tonnage of the road can result only in 

Please tncntidn 

■ nort unities c vlt', - 
who !• I'T Dilro.t tr.i ■ 
\. Every local. ty : 
uiibilious mrn to start y.i- ;, ■ 
1 repair .shops in down-lov, n 
reMcience<iistncts. Detroit 
the Autfjniohiie center— 44 
■I .(.- '17 "ut of every 100 cars maf!c in 
it. Our students bcKin practical instrui - 
FIRST DAY— in conslructicjn.upairinK and 
Irivingstandaril cars. Can complete courseinsix 
•ks — n-ady for a cooil position or businciis of your 
Many work wliile they Iciirn. 

Earn $75 to $300 a Month 

jil to tackle any auto propositiort. You 
can't beat it — it's the 1 usiness of t!ie 
liour— tlic I'iy n:o:icy-n.aktr. 

Students Build New Cars 
From Start to Finish 

petting regular factory experience in as- 
sembling, testing, etc. Students learn to 
IkuiIIl- any trouble that m.iy come up. Real 
work on now cars. Instruction on leadinn 
•s of s.-lt-stariers, i Kniiion systems, I ijiht - 

P.C. Neilson 

took t li i s 
coiirsi'.now has 
parage, repair 
sliopand Max- 
well aRcncy ; 
e rnin.; around 
S3500 a year. 

ng and starti 

. sicms 

Block test d< 

partment lo different inotors. including 
(> c>l. 110 HP. Lozier. Siiidont s get prai - 
tic il cxiK-rience with all latest e<iiiipment. 

Students desiring can go tlru service 
department of Detroit Electric— no extra 
A.WWHERK. Always a job for a roo.I 
man. We have lots ol chances to pla^.•^tll- 
dents in good i)ositions. C)[iporiunn\ to 
start good business of your own. WE Gl'ARAN'l 1- l", to 
(Uialif\- > ouas efficient chaufTeiir. repair-man. tester. salesm;'ii 
or demoiistratonn a short time, or refund >our money. It% 
siini)ly a inatterof making a start Writcforfull particular-, 
or juiiii) on the train and come to Detroit and -t.'rt rii.'hi in 
Cl.i-^r^coinnill i!i<- time. MICHIGAN STATE AUTO 
SCHOOL, tluOM R(li.,l,leS<l,ool. Dcpt.B. 1 1 Scklen Ave- 
nue, Detroit, Michi^'-an. \\ litifor" \iiio ■-. ■ . ..1 \. u - N,, I,- 


No. 800 

Look at this Clear Vision 

Comfortable Fitting Goggle 

Ask Your 
Watch Inspector 

Beware of Imitators. Take no substi- 
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send a pair to you prepaid. 




this magazine 



good. Personal contact removes much of the 
indifference and misunderstanding that so 
frequently arises and creates a mutual interest 
in those who arc responsible for the business 
of the road. Captain S. S. Brown, Division 
No. 370, is a model in its field of operation and 
is m every way capable and dependable. The 
committee having in charge the anniversary 
banquet is deserving of commendation for its 
successful endeavors. 

The following lines were submitted by M. T. 
Barrett, of our Glenwood shops, Pittsburgh 

But since such melodies elude. 

Yet leave me in the rhyming mood, 

"R. D." who is our mutual friend. 

Suggests that I this verse shall send 

Memorial of this place ''Ka," 

Where she has worked for many a day. 

A little wayside station set 

Where watchful care must not forget, 

Nor keen attention ever fail 

To note each train upon the rail. 

And be their motion swift or slow 

To let the train despatcher know, 

Where'er the wheels of traffic glide,' 

Through tunneled hill, round mountain side 

Or by some sunlit stream below 

Where their fleeting forms in outline show 

Clear as the scenes that memory 

Pictures on time's stream for me, 

Of hours of toil, of pleasures past, 

Of youthful years receding fast. 

With this poem Mr. Barrett sent the following 

"The scene described was a telegraph station 
on the 5th division of the Baltimore & Ohio 
at Kanawha, and the person to whom the lines 
were dedicated was a young lady telegraph 
operator, a Miss Lovelle. The author was a 
section foreman of that time and the poem was 
written to promote harmony and the comfort 
and welfare of fellow employes." 

On account of the abrupt introduction it is 
evident that this is but a part of the poem. 

Harry Fritz, the genial claim clerk at Junc- 
tion Transfer, has gone with the American 
Sheet & Tin Plate Co. as assistant rate clerk in 
the office of traffic manager Young. The good 
wishes of his fellow employes accompany him. 

"Bill" Heberling, one of our prominent engi- 
neers, has prepared for the hunting season by 
laying in a new twenty gauge shot gun. We want 
to warn Mr. Heberling' s fellow employes to be 
on the lookout for "Bill' and his new 20. 

It is with sincere regret that we announce the 
death of Miss Marie K. Schmidt, which oc- 
curred at her home 803 Ridge Street, McKees- 
port. Pa., October 1st. Miss Schmidt entered 
the service of the Baltimore & Ohio April 14th, 
1910. In July, 1913, she was appointed chief 
operator of our private branch exchange at 
Hazelwood, which position she held imtil the 
time of her late illness. Miss Schmidt was 

ever faithful to her trust and filled all calls with 
promptness and was always ready with a cheer- 
ful word for her fellow workers and her loss will 
be deeply felt by her host of friends. Our 
sympathy is extended to her mother, sisters and 
brothers in their great loss. 

General foreman E. A. Rauschart of the Glen- 
wood shops has returned from his vacation. 
From all indications Mr. Rauschart enjoyed 
himself immensely. 

"Ike" Farrell, general floor foreman at Glen- 
wood, has taken unto himself a wife and we en- 
joyed the smokes trying to find out Mrs. Far- 
rell's past name but to date we have been unable 
to learn it. Nevertheless, Mr. and Mrs. Farrell 
have our hearty good wishes for a bright and 
happy wedded life. 

Frank Rush has returned from his vacation 
on the farm and looks fit for work again. He 
says the fruit was plentiful, so that means that 
Frank enjoyed his vacation. 

Emery Irwin, clerk to the chief dispatcher, 
left recently for a trip to Texas. We are hop- 
ing that Emery will not get too near the 
Mexican border and come back minus a leg 
or arm, to say nothing of his head. 

C. W. Blotzer, clerk to the car distributor, 
has returned from his vacation, which was spent 
in Buffalo and DuBois. Mrs. Blotzer and 
Clarence, Jr., accompanied him and all report 
having had a nice time. 


Correspondent, F. E. Corby, Chief Clerk 
New Castle 


M. H. Cahill Superintendent, Chairman 

C. P. Angell Trainmaster, Vice-Chairman 

H. L. Gordon Division Engineer, New Castle, Pa. 

J. J. McGuiRE Master Mechanic, New Castle, Pa. 

E. C. Bock Division Operator, New Castle, Pa. 

J. B. Daugherty Road Foreman, New Castle, Pa. 

Dr. a. C. Earnest.. Medical Examiner, New Castle Jet., Pa. 

E. J. Langhurst. . .Assistant Road Foreman, Chicago Jet., O. 
R. J. Carrier Claim Agent, Youngstown, O. 

F. C. Green Supervisor, Ravenna, O. 

W. L. Madill. Supervisor, Lodi, O. 

G. O. Everhart Supervisor, Youngstown, O. 

E. C. Fowler Supervisor, Warren, O. 

Jas. Aiken Agent, Youngstown, O. 

G. W. Taylor Agent, Painesville, O. 

F. H. Knox Agent, New Castle, Pa. 

Albert Voss. . .Erecting Shop Foreman, New Castle Jet., Pa. 

P. Thornton Track Foreman, New Castle Jet., Pa. 

R. Bernhardt. Ass't.Eng. House F'man, New Castle Jet., Pa. 

V. C. Armesy Machine Shop Foreman, Painesville. O. 

R. E. Armstrong Road Engineer, New Castle, Pa. 

L. N. Haught Yard Engineer, New Castle Jet., Pa. 

M. G. Guthrie Road Conductor, Chicago Jet., O. 

W. C. Shanafelt Road Conductor, New Castle, Pa. 

D. B. Patterson .... Yard Conductor, New Castle Jet., Pa. 

B. Beckman Yard Conductor, Haselton, O. 

G. W. Richards Warehouse Foreman, Youngstown, O. 

C. K. Spielman Relief Agent, New Castle, Pa. 

H. L. Forney Master Carpenter, New Castle, Pa. 

J. W. Clawson Signal Supervisor, New Castle, Pa. 

W. W. McGaughey Secretary 

La WHENCE McGuiLL Captain of Police 

'riii: i^\i/riM()iii: wn omo employes magazine 


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This hotel has every known improvement and 
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Special Rates by Week, Month or Season 



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^ Two minutes walk from the Baltimore 
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Street, City Hall and the theatres by 
direct and comfortable trolley route. 

^ A quiet, cozy hotel where every patron is a guest 
in fact as well as in name. 

^ The Rittcnhousc Cafe is noted for its unsurpassed 
cuisine and service, being supplied daily with fresh 
products— poultry, eggs and milk from its own 
farms in Chester County. 

^ The Grill and Cafe make a special feature of 
"Club breakfasts," "Club lunches" and table d' bote 
dinners at reasonable prices. The Rittenhouse 
Orchestra furnishes delightful music during lunch- 
eon and in the evenings. 

^ One of the Baltimore and Ohio officials, who has 
stopped at practically every prominent hotel in this 
country and Europe, recently told us that he never 
enjoyed his hotel visits quite so much as here. 

Rooms $1.50 up With bath $2.00 up 

The Rittenhouse in Philadelphia 
On the edge of Everywhere 





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The attached is a photograph of the switch 
tender's shanty and trainmen's room at New 
Castle Junction. The gentleman standing at 
the left, keeping strict guard over the old link- 
and-pin drawhead of olden days, is switch tender 
W. H. Watson. To the extreme right is assis- 
tant yardmaster J. A. Young, while scattered 
along the line are yard conductors McVettie, 
Patterson, Peterson and others of the working 
force at the west end of the yard. The pugna- 
cious looking gentleman alongside the door is 
patrolman William Denton. 

As the photograph was taken at dinner time, 
the picture does not show the men in action, 
but it would take a mighty fast lens to catch 
them when they are on the jump at their daily 

On October 7th, Earl C. Reid, agent at 
Middlefield, Ohio, was united in marriage to 
Miss Elizabeth Rose, daughter of Mr. and Mrs. 
J. J. Rose, of Middlefield, Ohio. The ceremony 
was performed at 10.30 a. m., by Rev. Robert 
Paton at the Chardon, O., Congregational par- 

We extend our best wishes to Mr. and Mrs. 
Reid for a long, prosperous and happy married 

L. R. Van Horn has been appointed stenog- 
rapher to division engineer, vice R. R. McWil- 
liams, resigned. Mr. Van Horn is an old Con- 
nellsville Division man. 

W. J. Harper, clerk in the maintenance of 
way department, resigned to accept a position 
with an industry at West Pittsburgh. Wilfred 
Thomas, distribution clerk, was advanced to 
the position made vacant by Mr. Harper's 
resignation and R. E. Whittaker, night record 
clerk, was promoted to distribution clerk. 


Correspondent, F. N. Shultz, Division Operator 
Garrett, Ind. 


J. E. Keegan Chairman, Superintendent, Garrett, Ind. 

T. B. Burgess. . . Vice-Chairman, Trainmaster, Garrett, Ind. 

C. W. Van Horn Trainmaster, Garrett, Ind. 

John Tordella Division Engineer, Garrett, Ind. 

F. W. Rhuark Master Mechanic, Garrett, Ind. 

Geo. Novinger. . . . Road Foreman of Engines, Garrett, Ind. 

F. N. Shultz Division Operator, Garrett, Ind. 

J. D. Jack Claim Agent, Garrett, Ind. 

T. E. Spurrier Claim Agent, Tiffin, Ohio 

Dr. F. Dorse y Medical Examiner, Garrett, Ind. 

H. A. Martin Relief Agent, Fostoria, Ohio 

R. R. Jenkins. . Secretary, Y. M. C. A., Chicago Jet., Ohio 
P. H. Carroll Signal Supervisor, Defiance, Ohio 

D. B. Taylor Master Carpenter, Garrett, Ind. 

T. L. Roach Assistant Supervisor, Defiance, Ohio 

W. L. La Flor Section Foreman, Teegarden, Ind. 

C. Feagler Shop Committeeman, Garrett, Ind. 

W. F. Jump Shop Committeeman, Chicago Jet., Ohio 

G. A. Strouse. . .Shop Committeeman, South Chicago, III. 

C. J. Robinson Yard Brakeman, Chicago Jet., Ohio 

F. W. Wunt Yard Conductor, Garrett, Ind. 

A. Weber Yard Conductor, South Chicago, 111. 

F. A. Van Heyde. Conductor, Garrett, Ind. 

O. C. Robinson. .Car Dep't Committeeman, Chicago Jet., O. 

H. W. Ross Car Dep't Committeeman, Garrett, Ind. 

C H. Martin Engineer, Garrett, Ind. 

A. L. Bilger Fireman, Garrett, Ind. 

F. M. Chalfont Brakeman, Garrett, Ind. 

N. E. Bailey Operator, Walkerton, Ind. 

C. C. Greer Transfer Agent, Chicago Jet., Ohio 

John Dr.\per Agent, Chicago, 111. 

H. S. Gardner Agent, Defiance, Ohio 

Earnest J. Brown, clerk in the office of chief 
dispatcher at Garrett, Ind., was united in mar- 
riage to Miss Inez Geisinger of Auburn, Septem- 
ber 19th, at the home of the bride. Mr. Brown 
is a very popular young man, has been con- 
nected with our office force for the past seven 
years and is also a member of the Phi 
Delta Kappa fraternity. The bride is one of 
the talented and popular ladies of Auburn's 

Till-: HAi/riMoin-: and oiiio I•:.^Il'l.()^ i:s .M\(i\zi\i 

younger social set, and has been slenogiai^her 
in the office of the Lake Shore at Auburn. 

Master carpenter D. B. Taylor and water 
.station foreman H. C Henderson left (Jairett, 
October 14th. to attend the convention of the 
American Bridge and Building Association at 
Los .\ngeles, California, .\fter the convention 
thev will retm-n via Portland. S(Mt tie and Salt 
Lake City. 

\Ve are pleased to find that our stenogiai)liei . 
Miss Esther Moberg, is once again at lier desk 
after a two months' vacation. 

Paul Wegener, our coal clerk, and Miss Ksther 
Meison, surprised us recently by getting mar- 
ried. Hurrah for Paul. We wish them nnich 
luck and happiness. 

Miss Ethel Poole, our bill clerk, spent the 
week end at Peoria aiul Pekin, HI., and reports 
having had a si)len(lid time. 

The accompanying photograph is of master 
Edward T. Boyle, son of chief clerk to assistant 
agent H. H. Huggins. South Chicago. This 
boy has been very ill with typhoid fever but is 
now convalescing without anj' serious results, 
for which we are all very glad. He is a play- 
mate of the children of J. B. Strauss, president 
Strauss Bascule Bridge Co., the builders of the 
great Calumet RiviM- Bridge. 


IF YOU have been with this railway 
company in a given capacity for 27 
years, you ought to be thoroughly pro- 
ficient in your work, and it attests that 
you have given this company reliable 
service else some other man would now 
have your position. 

^ WRIGHT'S underwear has been pro- 
duced for just this period, and with the one 
fixed determination to give the American 
man the best and most serviceable, satis- 
factory underwear he can buy. That we 
have altogether succeeded is attested by 
the fact that we are today the largest 
manufacturers of Spring Needle underwear 
in the world, with a demand that is inter- 
national in its scope. 

^ Suppose you give this better underwear a 
trial, it costs no more than inferior grades, 
and good hard service is knitted in every 
thread of it. Insist on having only 
WRIGHT'S trade-marked underwear. 
Your dealer CAN supply you. Send for 
catalogue :: :: :: :: :: 

Wright's Underwear Co., Inc. 

74 Leonard Street New York City 

l''ltost lutittioii fhti> magazin* 






Correspondent, G. W. Hesslau, Claims 
Investigator , Chicago 


J. L. Nichols Superintendent, Chairman, Chicago 

J. W. Dacy Trainmaster, Chicago 

C. P. Palmer Division Engineer, Chicago 

F. E. Lamphere Assistant Engineer, Chicago 

Alex Craw Division Claim Agent, Chicago 

J. F. Ryan Captain of Police, Chicago 

C. L. Hegley Examiner and Recorder, Chicago 

H. McDonald Supervisor, Chicago (Chicago District) 

Wm. Hogan Supervisor, Chicago (Calumet District) 

J. W. Fogg Master Mechanic, East Chicago 

F. S. DeVeny Assistant R. F. of E., Chicago 

Chas. Esping Master Carpenter, Chicago 

Dr. E. J. Hughes Medical Examiner, Chicago 

Morris Altherr Assistant Agent, Forest Hill 

C. O. Seifert Signal Supervisor, Chicago 

Duncan McDougal Engineer, Robey St. 

Emil Domrose Fireman, Robey St. 

Chas. Bean Conductor, Robey St. 

Wm. Hartwig Car Inspector, Robey St. 

Wm. Winters Engineer, Blue Island 

John Nei-f Conductor, Blue Island 

Henry Mindeman .Car Inspector, Blue Island 

Harry Johnson Engineer, East Chicago 

Howard C. Blake Fireman, East Chicago 

Roy Freeman Conductor, East Chicago 

Geo. Rosenberg Machinist on Floor, East Chicago 

A. A. McLene Machinist in shop, East Chicago 

Wm. DA\^s Boilermaker, East Chicago 

John LEwas Blacksmith, East Chicago 

Albert Rose Car Inspector, East Chicago 

R. C. Ott, yardmaster at East Chicago, has 
returned from an extended trip through the east 
stopping at Buffah), New York city, Albany 

and Brooklyn. Mr. Ott enjoyed the trip to 
Albany up the Hudson; took in Coney Island 
from the entrance to the exit. On his return 
he spent two days at Dwight, Illinois. Dwight 
is where Mr. Ott's perfumed letters come from. 

R. Schultz, chief caller at East Chicago, has 
been trying for the last month to raise a little 
hair on his upper lip. No one is sure what to 
call it, but if doubtful, ask Schultz. 

John Sheets, chief clerk to agent Hickok at 
East Chicago, reports having had an enjoyable 
time on his vacation. Spent the better part of 
it at Pittsburgh. 

Kenichi Nakamura, civil engineer of Japan, 
who has been studying bridge construction on 
the Pittsburgh Division, spent a few days on 
the Chicago Terminal studying track elevation. 

B. J. Cooney has been promoted to stenog- 
rapher in the superintendent's office. J. M. 
Keay is now stenographer in the car account- 
ant's office. 

T. L. Broughen, stenographer in the engi- 
neer's office, succeeded S. Hilterbrandt, re- 

R. G. Clark, engineer's office, is still paying 
into the Suit Club. He thinks he'll win a suit 
this week as he has already paid $24.50 into the 



Sympathy is extended to the loyal Cub fans 
who stuck to the finish. J. J. Madigan of tlie 
trainmaster's office drew Blackburne of the 
Sox to get the most hits in the last game of tlie 
series. Bad luck or poor judgment? 

Don't forget our Safety First by-words. 

Education and interest are the kernel of the 
Satety Movement. With these thoroujjhly applied 
there can be nothing but'resultful maturity. 

If you see a fellow employe do anything that is 
against Safety find out whether or not he knows 

If he does, interest him. 

If he does not, educate him. 


Correspondent. C. N. Beyerlky 
Chillicothc, Ohio 


G. D. Prooke Superintendent, Chairman 

v.. X. Brown Assistant Superintendent 

U. R. ScHWARZELL Trainmaster 

T. E. Banks Trainmaster 

H . M ALLEN Road Foreman of Engines 

Wm. Gr.\f Road Foreman of Engines 

G. \\ . Plumly Division Operator 

P. H. Reeves : . Master Mechanic 

E. Cole Supervisor 

S. H. Baer Section Foreman 

C. DuLLME YER . « Foreman Car Shop 

S. \V. Cain Road Brakeman 

J. I. Botkin Warehouse Foreman 

\y. A. Burns Road Conductor 

E. J. Allee Signal Supervisor 

E. J. CoRRELL Division Engineer 

Dan O'Leary Yard Conductor 

J. E. Sunnafrank Wreckmaster 

D. C. Thomas Road Engineer 

Truman Murph y Operator 

Thos. Tull Shop Inspector 

C. W. Lewis Machinist 

G. E. Wharff Agent, Portsmouth, O. 

C. H. R. Howe Master Carpenter 

L. H. SiMONDS Claim Agent 

J. B. Vance Relief Agent 

J. W. Starkey Road Fireman 

F. S. Bean ; Agent, Athens, O. 

Dr. p. S. Lansdale Medical Examiner 

The boys liave been trying to determine what 
causes that faraway dreamy hjok in the eyes of 
William Alva Rhea, maintenance of way time- 
keeper at Chillicothe, but were unsuccessful 
until just recently, when a certain fair young 
school teacher of this city began to show a 
"little chunk of ice'' on the third finger of her 
left hand. This explains all and we expect to 
be able to announce the name of the lucky (?) 
lady within a short time. 

George J. Miller, cashier in the local freight 
office, has been showing similar signs just re- 
cently and we are awaiting patiently for (leorge 
to reveal his little secret. 

Employes of the Ohio Division are congrat- 
ulating G. D. Brooke, supiM-intendent, upon the 
arrival of a fine boy. 

With suddenness thai was appalling cariu- ihc 
news of the death of Miss Margaret K. Hess, 
who died Friday morning, October 16th, at, 
11.50 o'clock, as the result of heart faihuv, 
supermduced by an attack of remittent fever. 

'■ rr '*> 

* *I!as Money 

But it's ditlcTcnL willi ihc untrained 
man. He often finds the pocketbot^k 
empty with the landlord, grocer, butcher, 
and baker clamoring for their money. 

It's a serious problem — this big spending 
and little earning. But if you go about it 
right you can easily learn how to earn far 
more than you spend. 

The only difference between YOU and 
the man who earns a biff salary is 
and this you can easily acquire through 
the practical home-study courses of the 
International Correspotidence Schools 

You don't have to leave home or give up your 
position. The LC.S. have trained thousands of men 
for better jobs right in their awn homes after work- 
ing hours. They can do the same for YOU. 

lust mark and mail the attached coupon. And 
the I.e. S. will show you how they can make you an 
expert in the line of work you want to follow. 

Mark and Mail the Coupon— TOD A Y Jj 

' International Correspondence Schools 
' Box 1088, Scranton, Pa 

Explain, without any dl.liK.iti.ui .n mv j 
qualify lor the position bft.ire which 1 marl 

Locomotive Enginwr 

Mechanical Engineer 

Air-Brake Inspector 

Mechanical Draftsman 

Air-Brake Repairman 

Civil Engineer 


R. R. Shop Foreman 

Concrete Construction 

R. R Traveling Eng. 

Automobile Running 

R. R. Travel's Fireman 

Plumbing & Steam Fitt g 

R R. Construction Eng. 

Mining Engineer 

Agency Accounting 

Bndge Engineer 

Gen. Office Accountmg 




Electrical Enginrer 



St. and No. 

Present Occupation 
I Employed by 


employed by ll^_\ 




She had been ill for two weeks, but was able 
to be up and about the house. She suddenly 
became worse and it was realized that the end 
was not far distant. She was born in this city, 
September 19th, 1891, and attended the parochial 
school and later graduated from the Chilli- 
cothe High School. She was a young woman 
of beautiful character. Sweet and imassum- 
ing in her manner, she was beloved by all who 
knew her. Like the fragrance of a beautiful 
flower, her memory will linger in the hearts 
of all with whom she came into contact. She 
had been employed as stenographer in the 
storekeeper's office at Chillicothe for several 
years, and was well known throughout all the 
offices. The heartfelt sympathy of all of the 
employes is extended to the bereft parents. 

John H. Brandenburg, veteran passenger en- 
gineer on this division, died October 8th, 1914, 
as a result of Bright's disease. Mr. Branden- 
burg was born December 5th, 1862, entered the 
service of the Baltimore & Ohio Southwestern 
Railroad Co. as fireman May 1st, 1884, and was 
promoted to engineer January 15th, 1890. The 
Company loses one of its best engineers in the 
death of Mr. Brandenburg, and he will be missed 
in various railroad circles. 

J. C. Wilkins, tonnage clerk, has just returned 
from a brief visit to his parents in Baltimore. 
Baby sister gets more interesting all the time. 

James A. Sheehan, secretary to superinten- 
dent, has returned to work after his vacation. 

Daniel R. Sheets, one of the oldest engi- 
neers in the service, running on Nos. 9 and 
10, between Chillicothe and Parkersburg, was 
brutally assaulted by an unknown negro, 
Thursday evening, October 15th. Mr. Sheets 
was walking west on Main Street, Chillicothe, 

from the depot about 5.30 o'clock, going to his 
home on Bridge Street. He had not walked 
far when a negro staggered into him. Mr. 
Sheets, thinking the man was drunk, pushed 
him aside and walked on, paying «o more atten- 
tion to him. Shortly afterward, just as Sheets 
passed into the shadow of some obstruction 
along the sidewalk, the negro leaped on his 
back, throwing him to the ground, pressing his 
head into a pool of water standing at that 
point and striking him several times in the 
face with his closed fist. Mr. Sheets called for 
help and two or three men who heard him ran 
to his assistance and dragged the negro from 
the prostrate form of Mr. Sheets and held him 
until the police arrived. Outside of a small 
cut and several bruises, Mr. Sheets was not 
severely hurt. A charge of assault and battery 
was made against the negro and at his trial he 
was found guilty and given a fine of $200 and 
costs and six months in the workhouse, all of 
which will keep him there for about 595 days, 
upon the very best of behavior. 

Engineer Sheets is known as one of the most 
peaceful citizens in Chillicothe, and as he had 
never seen the negro before, it could not be 
determined what was the cause of the assault, 
but it is thought that the negro was either 
crazed or drugged and did not know what he 
was doing, as the assault took place at a very 
exposed point. 

One of the greatest attractions of the Farmers' 
Fall Festival, the agricultural carnival held 
annually at Chillicothe, was the little Baltimore 
& Ohio engine "Atlantic," the first engine of the 
Baltimore & Ohio Railroad Company. People 
came from all over the country with the sole 
purpose of seeing this little engine. It was 
sent to Chillicothe, for exhibition, through the 
kindness of the management, and was lifted 

Tin: HAi/riMour: and ohio emi'LOvfs macazixe 


from the railroad tracks over to the stroot 
car track by the big steam crane of the Com- 
pany, and run to the intersection of Main and 
Paint Streets, under its own steam, where it 
was set in an attractive booth for the inspection 
of visitors during the week. The engine was 
run from the I'nion depot by W. H. Coidey. 
one of the oldest pensioned engineers on the 
division, and fired by J. K. Sunnifrank. wreck- 
master of the local division, i)ulling behind it 
a flat car on which were seated R. X. Begien. 
general sui)erintendent, CI. I). Brooke, sujxMin- 
tendent and all of the local division ollicials. 
together with the city oflicials of Chillicothe. 

J. H. West, a farmer living near this city, 
when a young man, matle his first trip behind a 
steam engine, when he rode behind the 
"Atlantic"' from Baltimore to Sandy Hook, 
the trip taking twelve hours, his brother being 
the engineer. This was in lS3o. The day the 
engine made its trip from the Union depot to 
Paint Street, Mr. West again rode behind the 
hostoric old engine, taking fifteen minutes to 
make the trip. Mr. West was verj' enthu- 
siastic over this trip, and told some interesting 
stories about the old days. 

The engine was sent to Jackson for tlieir 
Fall Festival, and to Portsmouth for the Korn 
Karnival. The engine was viewed by thou- 
sands of people during the three weeks it was 
in Ohio, and all were very much impressed, a 
great deal of comment being made about this 
historic piece of machinery. 


Correspondent. O. E. Hexdehsox, Conductor 
Seymour. Ind. 


J. C. Hagektv Superintendent. Seymour 

G. S. Camekon -\ssistant Superintendent, Cincinnati 

C. A. Plcmly Trainmaster, Seymour 

S. V. Hooper Trainmaster, Seymour 

S. A. Rogers Road Foreman of Engines, Seymour 

John Pa(;e . . Division Operator, Seymour 

T. J. EwiNG . Relief Agent. Seymour 

Dr. G. R. Gaveh. Medic^il ICxaminer. Cincinnati 

Dk. J. P. Sellman Medical Examiner. Washington 

J. E. O'DoM Special Agent. Cincinnati 

P. T. HoRAN General Foreman. Cincinnati 

C. B. Coleman Foreman C. R.. Seymour 

G. F. Crak; Inspector, Cincinnati 

\V. J. RrssEi-i, Hoilermaker, Cincinnati 

H. A. Cassii. Division Engineer, Seymour 

W. H. Howe Master Carpenter. Seymour 

1). Cassin.. , Supervisor, North Vernon 

T. L. Cannon Signal Supervisor. Milan 

Fred Heideckkh IVack Foreman. Nebraska 

O. K. Henderson . Conductor. Seymour 

G. B. Craig. Engineer, Youngstown 

L. C. Barnett Fireman, Seymour 

('has. Fox . Passenger Brakeman. Cincinnati 

\N.P2. Hyatt Yardmaster. Seymour 

J. M. McKenn \ _ Yard Conductor. Cincinnati 

C. H. Long. . Yard Conductor. North N'ernon 

C. E. Markle Yard Engineer. Cincinnati 

C. E. Flsh. . . Agent, Cincinnati 

J. E. Sands. .\gent, Louisville 

E. Mas-sman. Agent. Seymour 

The General Safety Committee from Balti- 
more was with us October loth and held a very 
interesting meeting in the assembly room in 
our building. Although Major Pangborn was 
greatly missed by all, we fotind acting general 

Please mention 

The First Purchase 

A simple little jacket for the baby — 
this first Montgomery Ward purchase. 
That "Baby" is now twenty years old 
— and just engaged. So another home 
will be planned and furnished through 
the big catalogue of Montgomery 
Ward & Company. For the savings 
the policy of honesty and square deal- 
ing she has known since childhood 
has made its impression. 

Through this big book everything for the 
home can be selected and every precious dollar 
can be made to bring the most in value. 

With a'l the time necessary to consider, com- 
pare and carefully choose, th s book features 
for your benefit every necessity and luxury. 
And everything described on every one of the 
thousand pages is up to the N'ontgomery Ward 
Standard— guaranteed to be exact to description. 

Mill ons of customers in th s and other 
countries bear evidence to the truthfulness of 
this book— to the absolute fairness of every 

If you have yet to make your first Mont- 
gomery Ward purchase — if you are unfamiliar 
with this Big Business Policy— if you want to 
see every dollar return a full dol'ar's worth, 
send today for the handsome 1914 Catalogue. 

No charge — No obligation. Address Dcpt. 

Montgomery Ward & Co. 

New York 

Kansas City 
Fort Worth 


this magazi) 



chairman Scoville ready to jump at any sug- 
gestion made in the interest of safety to em- 
i:>loyes and the public. Mr. Scoville has had 
many years of actual experience in the trans- 
portation department, having gone from super- 
intendent on Ohio Division to the General 
Safety Committee. Members on the Indiana 
Division find no trouble in explaining a 
dangerous condition to him, as he has ''been 
there" and he readily sees what they mean. 
We feel that this committee is on a rnission for 
humanity's sake and every employe should 
fall in and be proud to march behind a 
"Safetv First" banner. 


The above photograph is of depot master 
and Mrs. Joseph Fisher of Cincinnati Transfer 
station taken while on their vacation in Denver, 
Col. Mr. Fisher has been in the service of the 
Company about thirty-three years. Previous 
to that time he was with the M. C, and the 
C. W. & B. He is hale and hearty and looks 
as if he is good for as many more years. He 
has proved himself a valuable employe of the 

John Lind of the clerical department, Cin- 
cinnati, his son Earl and daughter Hazel, have 
returned from a visit to Galveston and San 
Antonio, Tex. Earl says that when he becomes 
a man he will be a railroader too. 

Master Roy Levitz and mother have been 
visiting friends in New York city. 

Joseph Rehcamp, assistant depot master, has 
returned after spending his vacation in Chatta- 
nooga, Tenn. 

Recently (exact date imknown) our genial 
and hustling supervisor on the Washington 
sub-division, Thomas Roland, slipped away to 
(place unknowTi) and was quietly married to 
Mrs. Mary Ewing, of South Broadway. Tom 
did not intend to let the boys on the road in on 

this, but finally they got next to what had hap- 
pened and they immediately organized twenty- 
five or thirty strong with fife and drum to give 
the happy couple a good old fashioned serenade. 
The music was furnished by chief fifer, conductor 
Demaree; snare drum, fireman Miller, and base, 
James Willey. The boys had two couples to 
serenade and while serenading the first they 
learned that unavoidably Mr. Roland had been 
kept from home. Mr. Roland came here about 
six years ago from Parkersburg, and during 
this time has made as many friends as any in- 
dividual official who ever came to Seymour. 
We now feel that he will stay with us, and we 
are all glad of it. The serenade is only post- 

Fireman Joseph Fisher and Miss Francis 
Graves were married Saturday, October 10th, 
at Jeffersonville, Ind. They will reside in 

Fireman F. H. James has just completed and 
moved into his new home on South Broadway. 

Mrs. Begley, mother of dispatcher D. R. 
Begley of this city, died at Mitchell, Ind., 
Monday, October 5th, aged seventy-six years. 
The funeral was held at the Catholic church at 
that place, after which the remains were brought 
here and laid by the side of her husband in the 
Catholic cemetery. 

Ed. Boas, who for years was general foreman 
of roundhouse at Washington, Ind., now master 
mechanic for C. H. & D. at Indianapolis, 
recentl}' visited his many friends here. 

Born to T. B. M. Wm. Leeds and wife, who 
are on a visit in southern California, a girl. 

Effective October 1st, J. B. Purkhiser was 
appointed trainmaster on the Indiana & Louis- 
ville sub-divisions with headquarters in Sey- 

Mr. Purkhiser entered the service of the 
Company as brakeman in 1898. He was pro- 
moted to freight conductor in 1905, yardmaster 
at Seymour in 1911, assistant trainmaster then 
trainmaster on Indiana Division. Shortly 
after this he was made trainmaster of the 
Cincinnati Terminals, a position he held until 
the 1st of October, when he was again appointed 
trainmaster here. Mr. Purkhiser succeeds C. 
A. Plumley, who was called to Baltimore to as- 
sume the duties of assistant superintendent of 
telegraph on the System. While we regret that 
Mr. Plumley could not stay with us, we are glad 
to learn of both his and Mr. Purkhiser's pro- 
motion. Mr. Purkhiser has worked his way up 
and is well posted in the work he has been called 
on to do, and the ''boys" are glad to see him 
with us again. 

Seymour now bears the distinction of being 
the only city in the United States that has a 
"Farmers' Club," donated by an enterprising 
citizen of this city. The building is located on 
Chestnut Street and is in charge of a matron 
who looks after the farmers' children while they 
do their shopping. The building is of brick and 
Bedford stone, and the interior walls are 



A s D r G ,H, ^ IK) (L j i ; 

CAP Z (X C vV B^ ^ "m 


J-:\ainiiU' cai-flullN ih.' lu>i)i>ani shuwii al.nM- 
it is our famous Fox T«"legrapliers' Keyl)oard. It 
lias 44 keys, writing 88 cJiaracters, witli a staiidanl 
airan^ement of the rejjular letters, numerals, punc- 
tuation, etc., but with a numVter of additional 
cliaracters, absolutely necessary in the work oi 
the telegrapher, and not ol)tainal)le on other type- 
writers. On tliese extra keys we give you 'AM ' 
and 'PM", "B L" and "W,/B". We can. if wante 1, 
give you "No." in place of the fraction V4 a"'l 
>()ur personal "sine" in place of tlie fraction Vj. 
This requires the making of a special typo die- 
costing us $3.00 to engrave — and we cannot, there- 
fore, furnish this type on a trial t>pewritor. If 
$10.00 or more cash accompanies oi-dcr we will snj)- 
ply this special type free. The ordinai-y typewriter 
will not meet the re(|uirements of tiie telegrapli 
operator. Tlie Fox Visible Typewriter, Model No. 
24, is the ideal "Operator's Mill." It is fully visi- 
ble, has the lightest touch and easiest action of 
an.v typewriter in the world, makes almost n" 
noise and is built to give a lifetime of service and 
satisfaction. Carriages are interchangeable and 
any lengtli can be had with the typewriter, or 
procured later, and the change from one carriage 
to tlie otlier can be made in two minutes, or les.<. 
Write us ju.<t what is wanted: A typewriter foi- wire work, for billing, or for general u^J' . 
Tell us tile length of cari'iage ne.ded. style of t\pe ineferred, and kind of keyboard wanted. 
and we will make you a big, special, mid-summer, dull-season, war-time, introductory proposi- 
tion on absolutely new stock, straight from our factory, and you can pay us for it. if pui- 
chased, after trial, either in all cash or a little down, whatever you can spare, and tli 
balance monthly. Mention the B. & O. Employes' Magazine. 


Has Every Feature Found in Any Standard Typewriter Ever Advertised in 
the B. & 0. Maiia/ine and a Number of Exclusive Features of Its Own. 


Fox Typewriter Co. 

1010-1060 Front Ave., Grand Rapids, Mich. 

PltUi^t iiicntion this niagnzinc 



finished in panel quartered oak, tile floors, with 
a large fire place in main room, electric-lighted 
wash rooms, and large dining hall, where the 
farmer and his family can bring their dinners 
and enjoy all the comforts of home life. The 
building cost $25,000 and a fund is set aside for 
its maintenance. Any farmer in Jackson County 
who gains a livelihood by farming is eligible to 
membership in the club. Secretary of Agri- 
culture Houston of Washington, D. C, was pres- 
ent at the dedication, Thursday, October 8th, 
and spoke to the farmers on their future possi- 
bilities. He emphasized the fact that this is 
the first building of its kind in the United 
States. He also spoke very favorably of the 
weather whistle signals which are sounded 
every day at 10 a. m. by the Blish Milling Co. 
and can be heard for five to ten miles and which 
advise the farmer as to weather conditions for 
the following twenty-four hours. This enterpris- 
ing firm has had weather cards printed and dis- 
tributed all over the county explaining whistle 
code, so that an}^ one who hears signals blown 
can immediately tell their meaning. The 
weather conditions are telegraphed here each 
morning from Chicago, by the Government 
observatory at that point. This system was 
highly complimented by the Secretary of 

Mr. Lambert, who succeeds Mr. Purkhiser 
as trainmaster in Cincinnati terminals, has 
entered upon his duties and has already made 
a favorable impression on the boys, and it is 
needless to say that they will cooperate with 
him in every way possible. 

Edward Brown, the popular yard foreman at 
stock yards, is certainly gaining the good will 
of his fellow workmen, as there has not been 
word of complaint since he has been on the 
job. Keep it up Ed. 

A. E. McMillan read a very interesting essay 
at the fuel meeting in Cincinnati last week, 
taking as a topic "The Advantages of the 
Brick Arch and the Proper Manner of Apply- 
ing it to Perfect the Proper Combustion." He 
went into the subject quite extensively and 
thoroughly explained every detail. 

Roy McFadden, at one time a machinist in 
Cincinnati Terminals, now located at Wash- 
ington, Ind., is about to marry. Best wishes 
to you, Roy. 


Correspondent, G. A. Bowers 

Cupid shot his dart again in the Cincinnati 
Terminals when Miss Mary Valaningham, 
stenographer in the local freight station, said 
good-by to her friends and was united in 
marriage to Mr. Walter Hughes. 

In a recent note in the Cincinnati Post 
the names of a number of prominent citizens 
were mentioned as having been fighting in the 
Federal army in the battle of Cedar Creek 
just fifty years ago to the day before the article 
was published. Thomas Cheeseman. who is 

still employed on the C. H. & D. as a baggage- 
master on one of our through trains between 
Cincinnati and Toledo, was one of the men 


Correspondent, C. F. W^hite, Dispatcher 
Flora, 111. 


E. W. Sheer Superintendent, Chairman 

C. G. Stevens Trainmaster, Flora, 111. 

C. W. Potter Trainmaster, Flora, 111. 

H. R. Gibson Division Engineer, Flora, 111. 

J. A. TscHUOR - Division Engineer, Flora, 111. 

E. A. Hunt Shop Inspector, Shops, Ind. 

R. C. Mitchell Relief Agent, Flora, 111. 

G. H. Singer Agent, East St. Louis, 111. 

C. S. Mitchell Agent, Flora, 111. 

T. T. Long Agent, Springfield, 111. 

M. A. Rush Agent, Beardstown, 111. 

W. C. Kelly Agent, Vincennes, Ind. 

C B. Kellar Agent, Washington, Ind. 

H. H. Bryan Conductor, Washington, Ind. 

H. T. Clark Engineer, Washington, Ind. 

John Price Engineer, Flora, 111. 

C. R. Bradford Claim Agent, Springfield, 111. 

Dr. W. D. Stevenson.. Medical Examiner, East St. Louis, 111. 
H. O. PiPHER Yard Foreman, Shops, Ind. 

D. Costello Yard Foreman, Vincennes, Ind. 

J. C. Laws ^General Yardmaster, Flora, 111. 

W. W. McNall Y Yard Fireman, Cone, 111. 

A. Miller Yard Foreman, Springfield, 111. 

W. C. DiETZ General Foreman, Flora, 111. 

H. E. Orr Master Carpenter, Flora, 111. 

C. D. Russell Division Operator, Flora, 111. 

C. S. Whitmore Signal Supervisor, Flora, 111. 

W. G. Burns Supervisor, Vincennes, Ind. 

F. Wyatt Supervisor, Flora, 111. 

B. O'Brien Supervisor, Cone, 111. 

W. Cook Supervisor, Springfield, 111. 

R. H. Marquart Car Foreman, Cone, 111. 

H. C. Airman Car Foreman, Shops, Ind. 

W. E. Ross Tool Room Foreman, Shoos, Ind. 

H. C. Thrasher Machinist, Flora, 111. 

VV. Platz Brakeman, Washington, Ind 

E. E. Scheetz, shop clerk, Flora, 111., has 
returned from Keyser, W. Va., where he has 
been visiting relatives. 

R. V. M^ttox, boilermaker helper, Flora, 
who was injured by a drill falling on his foot, 
has returned to work. 

Charles Evans, Flora shops, is on the injured 
list. Mr. Evans was accidently struck on the 
limb with a monkey wrench. 

Engineer W. J. Miller, who recently under- 
went an operation, has returned to work. 

James Puckett, the south end Diogenes, is 
very proud of No. 675, which has just been turned 
out of the shops. Mr. Puckett keeps his engine 
spick and span. Mr. Dietz informs us that he 
noticed ''Mandy" shining the cab with his 
handkerchief while she was in the shop. 

We understand that the Indiana Division is 
at a loss to know what happened to a very 
efficient car distributor some time ago, an order 
for a double deck of flat cars with end doors 
to load cough drops for the Aurora Coffin 
Works getting confused with an order for a 
hopper bottom baggage car to load tickle grass 
for Seymour to assist Dan Begley in his effort 
to smile. Old Sleuth Judy advises he is able 
to accomit for error by the presence of one 
bachelor train dispatcher in the vicinity of 
Sevmour at the time. 



John Greenlaw has been appointed car dis- 
tributor in place of PVed Kistner. who goes to \' 
Dayton as car distributor. K 

H. Schuder was appointed yardinastcr ai 
iiicennes, Ind., October 17th, 1014, vicp 
. G. Llovd, transferred. 

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Please mention this magazine 



W. C. Dietz, general foreman, Flora, is in a 
liospital at Springfield, having recently under- 
gone an operation there. We hope to see him 
at work soon. 

Conductor Ed Heath is the proud father of 
a bouncing baby boy. 

Trains Nos. 25 and 26, which have heretofore 
been operated between Bridgeport and 
Vincennes, are now being operated between 
Washington and Bridgeport to accommodate 
the WheatLand miners living in Washington. 

G. C. Filson, second trick operator at Taylor- 
ville, and Miss Stella Dewhurst of Xenia, 111., 
were married at the home of the bride on 
October 13th, 1914. Mr. and Mrs. Filson 
have our congratulations. 


Correspondent, H. W. Brant, Division 
Operator, Dayton, Ohio 


F. B. Mitchell Superintendent, Chairman, Dayton, O. 

F. J. Parrish Division Engineer, Dayton, O. 

M. S. Koop Trainmaster, Dayton, O. 

G. E. Reel Trainmaster, Lima, (). 

C. W. Havens Assistant Trainmaster, Dayton, O. 

H. W. Braxt Division Operator, Daj-ton, C). 

M. P. Hobax Road Foreman of Engines, Dayton, (). 

W. B. KiLGORE Road Foreman of Engines, Lima, (). 

W. D. JoHNSOX Master Mechanic, Ivorydale, ( ). 

J. R. Casad Claim Agent, Dayton, O. 

.John Sullivax Supervisor M. of W., Lima, f ). 

Wm. O'Briex Supervisor M. of W., Rossford, O. 

Edw. Ledger Supervisor M. of W., Da^-ton, O. 

G. W. Thomas Master Carpenter, Rossford, O. 

G. W. Kydd Signal Supervisor, Wyoming, O. 

F. S. Thompson, M. D Company Surgeon, Dayton, O. 

Wm. Ryan, M. D Company Surgeon, Davton, O. 

R. B. Mann Toledo. O. 

L. F. HocKETT Agent, Dayton, (.). 

E. F. Maley .Agent, Piqua, O. 

W. J. Kroger Relief Agent, Piqua, (). 

J. C. Mullen Agent, Toledo, O. 

J. C. Stipp Agent, Lima, C). 

W. A. Ireland Depot Master, Daj'ton, O. 

W. H. Sites Road Engineer, Lima, O. 

F. E. Moore Road Engineer, Lima, O. 

H. B. Smith Road Conductor, Lima. O. 

W. J. Simmons Road Conductor, Lima, O. 

Ed. Rice Yard Conductor, Dayton, O. 

Carl Koch ' Shopman, Lima, O. 

John Riley Shopman, Dayton, O. 

H. B. Cook Shopman, Rossford, (). 

John Ryan Track Foreman, Middletown, (). 

J. R. Filers Track Foreman, Sidney, O. 

E. L. Kelly Assistant Yardmaster, Rossford, O. 

A. C. Bushwaw Clerk, Secretary, Dayton, O. 

C. L. Brevoort. .. .Terminal Superintendent, Cincinnati, f). 
R. B. FiTZP.^ TRICK .... Terminal Trainmaster, Cincinnati, O. 
C. M. Hitch General Car Inspector, Cincinnati, O. 

E. C. Skinner Agent, Cincinnati, O. 

R. Archer Supervisor M. of W., Cincinnati, O. 

S. O. M ygatt Depot Master, Cincinnati, O. 

F. S. De Camp Claim Agent, Cincinnati, O. 

R. E. McKenna Yard Foreman, Ivorydale, O. 

A. Gronb.\ch Yard Foreman, Hamilton, O. 

Wm. Rosche Machinist, Ivorydale, O. 

Bohannon says the smile is broad on switch- 
man H. J. Kreiger's face, due to the arrival of 
a ten pound boy. 

Fred Sheakley, accountant superintendent's 
office, also smiles. It's a girl. 

Married, September 23rd, R. J. McMahon, 
engineer, and Miss Mary O'Neil, daughter of 
car foreman Robert O'Neil. After their eastern 

honeymoon trip, they returned to the home of 
the bride's parents, where they will reside tem- 
porarily. Good luck and much happiness. 

Miss Kathleen O'Connor, our efficient tele- 
phone operator, has convinced the public that 
Mary Pickford is not alone in the field of the 
''movies." Her recent effort in dramatic work 
has likewise received commendation. 

W. H. Gibson, former agent at Troy, Ohio, 
has again accepted the position at that point 
vice J. S. Link, resigned. 

Passed by the censor "Germans have occu- 
pied the coach shop at Lima." Ask Kelly. 

The Erie Railway has installed electric sig- 
nals in the C. H. & D. office at Erie Junction, 
which give the position of target to approaching 
trains one-half mile east and west of the cross- 

Earl Armstrong, formerly chief clerk to agent 
Stipp, Lima, has been promoted to yardmaster 
at South Lima with office in joint car inspector's 
office at Erie Junction. 

Married, September 22nd, C. E. Nichols and 
Miss Glenna SchafTer, both of Cridersville. 
]Mr. Nichols is the second trick operator at that 
point and a favorite among the boys, while Miss 
Schafifer is one of the popular young ladies of the 
village. Before leaving for their honeymoon, 
they were treated to a joy ride behind a pet 
mule, the trip through the streets being greatly 
enjoyed, particularly by the occupants(?). 

H. Kissner, former car distributor at Flora, 
Illinois, has accepted a similar position with 
the Toledo Division. 


Correspondent, L. E. Fenner Chief Clerk 
Dayton, Ohio 


M. V. H YNES Superintendent, Chairman 

A. A. Iams Trainmaster 

H. G. Sn yder Division Engineer 

C. Greisheimer Master Carpenter 

G. A. RuGMAN Supervisor 

S. J. PiNKERTON Supervisor 

S. M. Baker Supervisor 

E. F. McCafferty Division Foreman 

R. O'Neil General Car Foreman 

F. M. Drake Relief Agent 

C. H. Rauck Agent 

E. M. JoN-ES Yard Conductor 

J. M. GiNAN Conductor 

B. F. Shelton Fireman 

T. G. HoBAN .Engineer 

L. H. SiMONDS Claim Agent 

F. S. Thompson Cornpany Surgeon 

J.J. Fitzmartin Division Operator 

E. B. Childs Stationary Engineer 

I. N. Long Section Foreman 

E. Blake Section Foreman 

H. D. Spohn Brakeman 

E. F. McCafferty, division foreman at Day- 
ton, who has been confined to the house with a 
severe attack of rheumatism for the past three 
months, is slowly recovering, and the prospects 
are now thaf'Mack's" smiling face will soon 
appear in the office. 



On Time from Christmas Time 

Now is the time to decide to give a Ball 
^^twentietl I century nioder' Watcli as a Christmas 
gift to ]uisl)and, father. l)r<)lli(M' or sw(M*tli<\jrl 

For a ([uarlcr of a centurN ]>(ill W atclies hdxc set 
tlie standard for use in railway service. All of the 
nicer refineni<^nls and filatures to make a thoronj^ldy 
dependable and ndial)le waleli. find expression in lliis 
latest model of that master in Asateli craft. Air. W el)l) 
(]. Ball, the world's foremost aiilhorily on Kailroad 
Standard walclies and llie ri^id (pialifications I hat 
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ilcri'stiiif' Itookli-t Hcsrril>iii«< lli«* n-latioii 
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Tlic St<»ry of "Tinip In:*|><-<-tion on Ann-rican Railroad-"" i- 
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Webb C. Ball Watch Company, 339 Hey^^<>rtll Buihling, Cbica^^o 

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P/tasc mention this magazine 



Since our last writing, Dan Cupid has been 
busy, and while his last achievements on the 
Delphos Division are not recent, they must be 
recorded in the Employes Magazine. 

On August 17th, Keith Cox, chief clerk to 
division foreman McCafferty, was wedded to 
Miss Stella Phaul. Keith tore himself away 
from his duties long enough to take a short 
honeymoon trip. 

A. H. Hall, agent at Union, Ohio, who has 
been ofT duty several weeks on account of serious 
illness, returned to work October 19th. 

L. E. Cowden, stenographer to storekeeper 
V. N. Dawson, has resigned and J. H. Saylor of 
New Carlisle has accepted the position made 

During the week of October 1st, storekeeper 
Dawson was called to Baltimore to attend a 
meeting of the division storekeepers to discuss 
several matters of importance to the stores 

Patrick Riley, who has been in the service of 
the Company for seventeen years, died very 
suddenly of heart failure on September 8th. Mr 
Riley came to work as usual that morning, and, 
while performing his duties, dropped to the 
floor. A doctor was immediately called, but 
before he arrived Mr. Riley was dead. 


Correspondent, Roy Powell, SuperintendenV s 


R. B. White Chairman 

F. M. Conner Trainmaster 

E. C. Sappenfield Trainmaster 

H. F. Fassel Division Engineer 

J. T. Clemmons Supervisor 

E. Boas ' Master Mechanic 

E. I. Partlow Road Foreman of Engines 

D. J. Curran Agent , Indianapolis 

E. A. McGuiRE Claim Agent 

J. B. Fisher Engineer 

.S. I. Bickerton Fireman 

V. P. Tague , General Car Foreman 

T. L. Graef Agent, Connersville 

Wm. Morgan Conductor 

T. L. Hadden Yard Conductor 

J. A. Mercer Brakeman 

R. S. Powers Machinist 

H. G. HoGAX Machinist 

Operator H. D. White, in the superinten- 
dent's office, is the proud father of an eight 
pound boy which arrived September 29th. 
This future telegrapher has been named 
Kenneth Charles. 

Fred Ellison, stenographer in the superin- 
tendent's office, has resigned to accept a posi- 
tion with the Big Four, and Darrell Wendling 
has taken his place. 

We regret to announce the death of Mrs. 
L. F. Ludlow, wife of conductor L. F. Ludlow 
of the Springfield Division. Mrs. Ludlow died 
on the evening of October 8th, after a very 
short illness. 

Operator H. M. Clark, Moorefield yard office, 
is the proud father of a nine pound baby girl. 

Moorefield yard announces the wedding of 
William McDermott, yard conductor. Mr. 
McDermott failed to take a leave of absence 
for this momentus event, much to the dis- 
satisfaction of the extra men. 

Don Lynch, day yard clerk of Moorefield, 
announces the birth of a ten pound baby girl 
at his house. Mr. Lynch seems to be as pleased 
as Punch. 

William Allen, day yard clerk. State Street, 
has been granted a leave of absence, and it is 
rumored that he expects to return with a wife. 

J. W. Cummins, agent, Yale, 111., has been 
appointed postmaster at that point, and has 
resigned his position as agent and operator at 
Yale. Mr. Cummins entered the service of the 
old P. D. & E. as agent at Hunt City, March 3rd, 
1894, and has been agent at Yale since July 6th, 
1897. A. G. Kay has been appointed agent at 
Yale in place of Mr. Cummins. 

G. M. Manaugh, who has been the agent at 
Westfield for several years, has been trans- 
ferred to Camargo as agent at that point, 
the position at Camargo being made vacant 
by the appointment of E. D. Harshbarger as 
relief agent on this division. 

J. H. Graham, baggagemaster, has started 
on an extended trip through the west and south- 
west in company with Mrs. Graham. This is 
the first vacation Mr. Graham has taken 
in eight years. 

Patricia J. O'Brien, secretary to superinten- 
dent White, has returned from her annual 
vacation, during which she made a trip to 
Chicago with Miss J. Edith Dennis, train- 
master's clerk. 


Correspondent, George Dixon, Chief Clerk 


H. R. Laughlin Chairman 

A. W. White Engineer Maintenance of Way Department 

D. W. Blankenship Section Foreman 

C. C. Lough General Foreman 

S. H. Johnson Engineer 

E. Cassidy Fireman 

J. M. Moore Conductor 

Engineer A. W. White and wife have returned 
to Jenkins after spending ten days with rela- 
tives and friends in the Shenandoah Valley. 

Howard Stephens has been appointed dis- 
patcher at Jenkins vice E. E. Kitchens, re- 
signed. Mr. Stephens was formerly employed 
by the M. & O. at Jackson, Tenn. 

J. J. Roach has been appointed general fore- 
man at Jenkins vice C. C. Lough, resigned. 

E. G. Bond, cashier at Jenkins, spent his 
vacation with relatives in Mobile and New 

Engineer H. L. Burpo is visiting friends in 

Supervisor Gaherty and general boiler inspec- 
tor O'Brien spent several days during October 
looking over the motive power on S. V. & E. 

THK BAl/riMOKI-: AND n\\\() I.Ml'LoM.S M A(i\/IM 



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Rocker No. 90226 

This hundsntnc ruckrr 18 
mado of lu.nlwood. nic.-ly 
fliiiBhiil iTi Anii-ricun (Jiiar- 
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of an unusually HtronKCon- 
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abovo floor; Ht-a' measureti 
21 .X 20 in. Rocker i.s mas- 
sive, rich - lookinK aod 



C.&R.Laundry Soap 



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Band Roc'<er No. !t02r>t). I ayree to sell the soap at 50c a box and send 
you $12 50 within 30 days. 






Give names of two relialilo business men of 
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Name . 




Mrs. Cora White, Brownsville, Ohio, writes: 

1 enclose $10 to pay for the 20 boxes of soap that I 
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Dealers vsanted ivbere we are not actively represented, ff^rite for parliculars. 


Baltimore AND Ohio 
Employes Magazine 






India Paper Edition i 

Universal Dictionary 

This Dictionary is not Published by the original Publishers 
of Webster's Dictionary or their successors. 

Webster's Universal Dictionary, complete and unabridged, printed on India paper is the greatest inno- 
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when lugging the heavy, cumbersome unabridged dictionary from the library, or holding it in one's lap ? 
All this is forever eliminated by the printing of the complete work on India paper. Read our offer below. 
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Baltimore & Ohio 7-15. 

Please mention this magazine 


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one of appearance — hear the "Leader." A beautiful, simple, 
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Grafonolas from $17.50 to $500 — and on very easy terms 
if you wish. 

Columbia Graphophone Company 

Box G418, Woolworth Bldg., New York 

TORONTO: .i65-%7 Sorauren Ave. Prices in Canada plus duty. Creators ui itie Talking 

Machine Industry. Pioneers and Leaders in the Talking Machine Art. Owners 

oi the Fundamental Patents. Dealers and Prospective dealers, write for u 

confidi^ntial letter and a free copy of our book " Mu«ic Money." 

Please ?u€n({on fhis nwgnrinr 



''My idea is that the proposition of getting a home is the very best one, 
and the ownership of such the best security that a railroad man can 
have. The railroad man who has a home paid for, or partially paid for, 
has a means of security and a safeguard which will in the future pro- 
tect him and his family, and may be of great assistance in securing 
another position ; because when it comes to the choice between those 
who are free spenders and have accumulated nothing and the men that 
are more careful and have saved money and have homes or land and 
have some protection for the wife and children, the head of the corpora- 
tion, or the head of a department employing men is going to select the 
most conservative men he can get; and I find that, as a general thing, 
the owner of real estate becomes a safe and conservative man." 

H. M. CoTTRELL, Agricultural Commissioner, 
Chicago, Rock Island & Pacific Railway. 

RAILROAD MEN — You can buy a home thru the 
Relief Department for only a little more per month than 
you are now paying rent. Write today for information to 

Superintendent Relief Department 

Department S 

Baltimore, Maryland 

Why Pay Rent? 

When you can buy a home on the rental plan at 


"The Country Suburb" 

on the 

Baltimore and Ohio 


Electric Line 

All Conveniences — Gas, Water, Electric 
Lights. Three Churches, School 

Houses in Fee from $3,000.00 up 

Pay a small cash deposit and 
move into your new home 

Come Out and Let Us Show You 
Halethorpe Land Company 

Representatives on property at all times 
Company offices at Electric Line Terminus 


"VY/E cordially invite all employes to 
inspect carefully the advertising now 
appearing in our Magazine. It is our 
purpose to offer only such things as will 
legitimately appeal to the rank and file 
of our readers. All advertising will be 
rigidly examined before insertion so that 
there may be no question about its 
standard. No liquor or other objection- 
able advertising will be accepted. 


$44.80 per page, each insertion; 20 cents per agate 
line (fourteen agate lines to an inch). Width of 
column^ 16 ems or 2| inches. 

Rates for covers, extra colors and preferred positions 
will be supplied on request. 

For Further Particulars Address 
ROBERT M. VAN SANT, Advertising Manager 
Camden Station BALTIMORE, MD. 

Please mention this magazine 







Leonor F. Loree — Director of the Baltimore and Ohio "i 

Song of Steam 7 

•*Le?t We Forget" Woodrow Wilson 8 

Safety Above Everything Else Daniel Willard 9 

" Don'ts" For Officials 12 

In the Days of Villa - By an Employe 13 

Drainage Problem in Roadbed Construction and Maintenance of Way 

Hugh Wilson, Assistant Engineer 17 

Welding High Speed Steel to Low Carbon Steel F. S. Poole 23 

Progress in Safety During Last Six Montlis E. R. Scoville 25 

Ben Wilson— Obituary 28 

By the Way 30 

How the Operation of One Terminal was Improved G. D. Brooke 35 

New Coal Dumping Machine at Toledo H. W. Brant 42 

"Just a Railroad" William O. Frcise 44 

Borrowing Money— How Salaried Men Should Not Do It 45 

Address of Engineer A. B. Westfall at Wheeling Division Employes' Meeting 50 

Initial Season of Baltimore and Ohio Glee Club an Unqualified Success 55 

Ode to Music Louis M. Grice 59 

Safety as it Affects Freight House Operation John Draper 60 

The New Somerset Station P. A. Jones 62 

The New Book of Operating Rules B. H. Anderson 63 

Editorial 66 

Published monthly at Baltimore, Md., by the employes of the Baltimore and Ohio Railroad 
to promote community of interest and greater efficiency. Contributions are welcomed from 
all employes. Manuscripts and photographs will be returned upon request. Please write 
on one side of sheet only. 




Baltimore and Ohio Railroad Company 

Leonor F. Loree— A Director of the 
Baltimore and Ohio 

Originator of Important Innovations 
in Railroad Development 

TiO MANY readers of the Employes 
Magazine, the perusal of this arti- 
^^M cle— the fourth in the series on the 
' directors of the Baltimore & Ohio 
— will be like greeting an old friend, for its 
subject, Mr. Leonor F. Loree, was presi- 
dent of the railroad from 1901 to 1904. 
Mr. Loree was born at Fulton City, Illi- 
nois, April 23, 1858. He was graduated 
from Rutgers College at New Brunswick, 
N. J., in the class of 1877, where he 
specialized in mathematics and other 
scientific studies. He left that institu- 
tion with an excellent preparation for the 
professional career upon which he at 
once entered as an assistant engineer in 
the service of the Pennsylvania Railroad 
Company, where he was identified with 
much important surveying work, and 
during the two 3'ears he was with that 
Company, he gained an excellent knowl- 
edge of the fundamentals of railroad 
engineering. The next two years he 
spent as a transit man with the engineer 
corps of the United States army, and 
from 1881 to 1883 he was employed as 
leveler, transitman, and topographer in 
the engineering department of the ]\Iexi- 
can National Railway, making the pre- 
liminary surveys for that road from th(^ 
Rio Grande to Saltillo, Mexico. 

In 1883 :\Ir. Loree returned to the 
United States and again became asso- 
ciated with the Pennsylvania Railroad, as 
first assistant engineer of the Chicago 
Division. In 1884 he was appointed 
Engineer Maintenance of Way of the 
Indianapolis and Vincennes Division, 
from which two years later he was 
transferred to the Chicago Division, 
where he was Engineer Maintenance of 
Way until 1888. For another year he 
was engaged in like capacity on the 
Cleveland and Pittsburgh Division of 
the Pennsylvania Lines west of Pitts- 
})urgh, of which division he became 
superintendent, until January lo, 189(), 
when he was appointed general manager 
of all the Pennsylvania Lines west of 
Pittsburgh. While in charge of the 
Cleveland and Pittsburgh Division he 
devised and applied the arrangement of 
"lap passing tracks'' with luunbered 
switches, and worked out a syst(Mu of 
train dispatching that greatly facilitated 
single track operation. 

In this position his application on a 
large scale of the principles of railway 
construction and operation quickly gained 
for him a national reputation. Tracks 
were straightened, grades were decreased, 
yards and terminals were enlarged and 



readapted, construction in general was 
inaugurated and carried out on a massive 
scale, methods of operation were analyzed 
and revised, enhanced care was given to 
the selection and training of employes, 
with the result that the system was 
fairly able to cope with the tremendous 
and unforseen rush of traffic that followed 
the resumption of business activity in 
1898. A marked contribution to this 
end was the adoption of the modern 
freight cars with greatly increased capa- 
city, and of the modern locomotives 
with greatly increased tractive power. 
The practice in regard to these constit- 
uents of equipment had been practically 
stationary since 1884. 

While general manager, Mr. Loree pro- 
jected and established the first organized 
railroad police force in the United States, 
enlisting the services of Josiah Flynt 
Willard in perfecting its organization 
and in testing its effectiveness. Within 
less than a year that expert in knowledge 
of the underworld reported that tramps, 
hoboes, yeggmen and their kindred had 
designated the Pennsylvania line as a 
''closed" route. 

In a discussion of the American Rail- 
way Association, Mr. Loree took an 
advanced position on the formulation of 
the train rules, insisting that a separation 
be made in the rules prepared for single, 
double and more than two track opera- 
tion, and was sustained by the Associa- 
tion, which at the next election made him 
its president. During his term, which 
began in April, 1899, and was renewed in 
April, 1900, he successfully urged the 
adoption of a standard box car and 
inaugurated the movement that led to the 
adoption of the per diem charge for car 
hire in substitution for the old practice of 
a mileage rate. As president of the 
American Railway Association he at- 
tended and addressed the International 
Railway Congress in Paris in 1900, 
securing the selection of Washington, 
D. C, as the place of meeting in 1905. 
As reporter for the United States he 
submitted a paper upon the economical 
capacity of freight cars. 

On January 1, 1901, Mr. Loree was 
elected fourth vice-president of the Penn- 
sylvania Lines west of Pittsburgh, and 

on June 1st, of the same year, president 
of the Baltimore & Ohio Railroad Com- 
pany. The operating organization of 
that system was at once overhauled. 
New yards were developed and con- 
structed at Keyser, Connellsville, Hollo- 
way, New Castle and Fairmont. He 
originated, established and developed 
the Baltimore & Ohio system of dis- 
bursements accounts, which was soon 
adopted by the Pennsylvania and other 
companies, its especial characteristic be- 
ing the establishment, in addition to the 
bookkeeping entries necessary to check 
income and outgo, of a systematic 
register whereunder units of performance 
are traceable to the responsible officer, 
thereby providing a record for comparison 
and a test of efficiency. He projected 
and constructed the great piers of the 
Baltimore & Ohio Railroad at Canton 
on Chesapeake Bay, and instigated 
various movements for the improvement 
of the harbor and expansion of the com- 
merce of the city of Baltimore. He had 
constructed the first articulated loco- 
motive used in America, on which was 
applied, also for the first time in America, 
the Walschaert valve gear. This loco- 
motive, which was of the Mallet type, 
when constructed in 1903, was the largest 
locomotive in the world. He invented 
and, in connection with superintendent of 
signals Patenall, developed the upper 
quadrant system of signalling, now stand- 
ard for use on all the roads in the United 

On January 1, 1904, he became 
president of the Rock Island Company 
and chairman of the executive com- 
mittee of the Chicago, Rock Island & 
Pacific Railway Company and St. Louis 
& San Francisco Railway Company, 
resigning on October 4, 1904. He then 
spent a year and a half, for the greater 
part in Europe, in well earned and highly 
needed rest. 

Upon returning to active service, Mr. 
Loree 's administrative ability was again 
quickly demonstrated by his rehabilita- 
tion of the Kansas City Southern Rail- 
way, and by the development of the 
Delaware & Hudson Company, which he 
successfully brought, under untoward 
conditions, through a period of depression. 

THE BAI/lI.MOin': AM) olllo I'M IM.( )\ i:s M \(i\ZI\E 

jMr. Loree's career has been inarked l)y 
repeated contributions to the efficiency 
and progress of the raih'oads as a whole, 
in that spirit which prompts raih'oad 
officers, hke physicians, to give for the 
benefit of all, without thought of pecu- 
niary reward, the achievement of each 
one in the advancement of the profes- 
sion. It has also been marked by a 
perception of the necessity for a broaden- 
ing intercourse between the adminis- 
trators of the railroads and the pul)lic 
they serve. Even before he was a 
division superintendent JVIr. Loree was 
president of the inter-company associa- 
tions of the Pennsylvania lines, which he 
often addressed. While general manager 

of that system he delixcicd papcis bcfcjic 
the Universit}^ of Wisconsin, his ahna 
mater, and other institutions, and in lat(M- 
years he has spoken on various occasions 
on behalf of the railroads, always with 
earnestness and a fullness of knowledge. 

On April 24, 1913, Mr. Loree was 
chosen chairman of the eastern group 
of the Presidents' Conference Committee, 
F(Hl(n'al Valuation of the Railroads in the 
United States. He is also a member of 
the Kailway Executives' Advisory Com- 
mittee on Federal Kelations. 

Mr. Loree was elected a director of the 
Baltimore & Ohio on November 16, 
1908, and is a member of the executive 
committee of the board. 



Song of the Steam 

By Chart Pitt 

In "New York Times' 

I hide in the crystal fountain, 

And the waves of the restless sea, 
But no man knows my subtle might, 

Till the flames have set me free. 
I have toiled through the starless watches 

Of the bitter, storm-bound night— 
But I brought the good ship safely in 

To the guardian harbor-light. 

I flung defiance to the winds, 

As we raced across the brine, 
I swung the dread armada 

Into deadly battle line. 
I serve a world without reward, 

And mould the nations' fate- 
A fellow-servant of the poor, 

A vassal of the great! 

"Lest We Forget" 

Extracts from the Address of President Wilson to the Newly Naturalized Citizens 
at Philadelphia 

"You were drawn across the ocean by some beckoning finger of 
hope, by some beUef, by some vision of a new kind of justice, 
by some expectation of a better kind of life. 

" No doubt you have been disappointed in some of us, some of 
us are very disappointing. . . . No doubt what you found 
here didn't seem touched for you, after all, with the complete 
beauty of the ideal which you had conceived beforehand. 

" But remember this, if we had grown at all poor in the ideal, 
you brought some of it with you. A man does not go out to seek 
the thing that is not in him. A man does not hope for the thing 
that he does not believe in, and if some of us have forgotten what 
America believed in, you, at any rate, imported in your own 
hearts a renewal of the belief. That is the reason that I, for 
one, make you welcome. 

*' If I have in any degree forgotten what America was intended 
for, I will thank God if you will remind me. 

" I was born in America. You dreamed dreams of what 
America was to be, and I hope you brought the dreams with you. 
No man that does not see visions will ever realize any high hope 
or undertake any high enterprise. 

** Just because you brought dreams with you, America is more 
likely to realize the dreams such as you brought. You are enriching 
us if you came expecting us to be better than we are." 

Safety — Above Everything Else Among the 

Ends to be Sought in the Operation 

of a Railroad 

By Daniel Willard, President 

The following addresa was delivered by president Willard just after the 
inception of the Safety Campaign on the Baltimore and Ohio. It tells vividly the 
temptations to violate the safet3' rules that came to him as a man in the ranks. 
And the experiences he gives are so human, the pictures so clear and the arguments 
so convincing, that it is by all odds the strongest plea for Safety ever made in 
these pages. No employe of this railroad can afford not to read it. — Editor 


AM glad to see so many Balti- 
more & Ohio men here tonight, 
and surely the president of the 
Compan}' ought to appreciate an 
op])ortunity any time to meet so many 
of his fellow employes. 

I am very much interested in the mat- 
ter of Safety, which I believe, is the chief 
subject for discussion this evening. I 
do not know just when this particular 
move started on the Baltimore & Ohio 
Railroad. I know we talked about it in 
a more or less indefinite way at a number 
of different times and, I knew, of course, 
that the matter was receiving consider- 
ation by the officers, but I did not appre- 
ciate what had actually happened until 
one day a short time ago when I received 
a report from the Committee, and I have 
never read since I have been in the railroad 
service, a more interesting report than the 
particular one I have in mind. 

It was in the nature of a consolidation 
of the various reports sent in to the Com- 
mittee by the Safety Inspectors on the 
line. I found in the reports reference to 
many things I have been talking about 
for years, and I also saw therein, recom- 
mendations and comments just such as I, 
personally, have been making. I was 
especially glad to find, upon reading the 
reports, that such a deep interest had i)een 
created among all classes of employes in 
this particular thing, which, of course, is 

bound to exert a good effect upon the 
Compam-'s treasury, but best of all, as it 
seems to me, is going to save men from 
being disabled, from having their earning 
]wwer crippled, and save their families 
from the suffering and trouble which 
might ensue in case the principal earner 
of the family should in any way be inca- 

I made inquiries then and I was more 
than pleased to find the shape the move- 
ment had taken, that an actual organ- 
ization had l)een worked out and that a 
Committee of men had been a])pointed, 
selected men all of them, and that a 
badge had been adopted; and I want to 
tell you now in all seriousness that I never 
in my life wore any badge of tvhich I felt 
prouder than the one which I have in my 
coat lapel here tonight. 

I can think of no motto better for men 
in the railroad service, nothing that will 
appeal more to those who ride on our 
trains, than this thought; that it is all the 
time Safet}' that is first in mind on the 
Baltimore and Ohio Railroad, men and 
(^ompany. I know that the question 
is one of such im])ortance that w(^ are 
certain to have the hearty support of all. 

It has been suggested, at times, that 
the men themselves are not always inter- 
ested in this matter. I am disposed to 
take exception to that. I know it hap- 
pens on many roads, and undoubtedly it 



happens here oftentimes, that men in the 
ranks have good ideas in certain direc- 
tions about how its work should be done, 
or good ideas in regard to something that 
may make for Safety. They make their 
suggestions to the officials- and sometimes 
they — the officials — are too busy to listen 
patiently and their suggestions pass with- 
out much consideration, and it may be 
that the men think their suggestions are 
not desired. On that account it is said 
that the men are not encouraged as much 
as they should be by the officers. I feel 
quite sure from the encouragement this 
movement has been given, that it cannot 
be said the officers have not cooperated 
in this particular matter. 

If there is any one thing on the railroad 
where the interests of the officers, stock- 
holders and employes of every rank 
should be the same it is in this one 
particular move — to make Safety First. 
It is better for the men, it is better for 
their families, it is better for those who 
use the road, it is better for those who 
own the road and better for all of us. 
The Company wants to do, and will do, 
everything it can to support this movement. 

First of all the management, speaking 
through the president, says that it wants 
the element of Safety to take precedence 
over any and everything else at all times and 
in all places. There is no stronger or 
broader way in which I could state that 

In the case of our passenger trains, 
that most important branch of the ser- 
vice, the instructions are as clear and 
explicit as they can be drawn, first of all 
and above everything else, the safety of 
the train and the passengers on it ; second, 
comfort and third punctuality. 

When it comes to the question of the 
men themselves, I shall refer chiefly to 
those men engaged in the more hazardous 
branches of the service, the trainmen, 
yardmen, enginemen, those having to do 
with moving trains. It is sometimes said, 
that the men would like to do things 
which would make their employment 
more safe, but they feel that if they do, 
their work will be retarded and they will 
be criticised by the officers. 

For instance, the men used to say, in 
the days when we had the old link and 

pin couplings, that they were obliged to 
take chances in making the couplings 
because if they did not do it they would 
get in bad standing with the Company 
and would be criticised by its officers. I 
know, from lay experience, that it was 
not half so much on account of their 
being criticised that they would take 
those risks as it was for fear that some of 
the men on the ground working with them 
would laugh at them or say ''you better 
go and get a fish pole to hold the link." 

When I was braking a freight train at 
the time the link and pin couplings were 
used, I have made the couplings, as many 
men in this room have done, when I held 
on to the hand rail with one hand and got 
under the train or car and made the 
coupfing when the cars came together so 
hard that they would snap off the head 
of the old drawbar, which was absolutely 
in violation of the rules of the Company 
I was working under. 

Why did I do it? Because I wanted 
to show off a little bit — I wanted to do 
what I had seen some of the older and 
equally foolish men do, because I thought 
it was smart. It is not true, in all cases, 
that men take chances because the officers 
insist upon their doing so, or even that the 
men themselves think that the officers 
w^ant them to do so, but men in railroad 
service take chances in the same way, 
and for the same reason that aviators or 
men on flying machines take unreason- 
able and foolish chances, to show off in 
order to win applause, and they pay for 
it, in many cases, with their lives. They 
do not like to miss a coupling any more 
than the man in the office wants to have 
a misspelled word found in what he has 
written, or any more than an engineer 
wants to make a bad stop. 

I remember a particular incident which 
illustrates what I say. In the old days 
when the link and pin coupling was still 
in use a young friend of mine was in the 
yard coupling up a train one afternoon 
and as it happened to be on a holiday, a 
lot of young fellows and girls were on a 
nearby bank watching the operation. 
My young friend thought he would give 
them a little bit of what he might call 
''fancy work," and as the cars came to- 
gether instead of making the coupling 

Till': HAi/n.Moiii': and oiiio i;.mim.()vi;s macazixi-: 


with hi.s liiuul or a stick as he sliouUl iiave 
(lone, ami wishing to do sonietliing un- 
usual ami "classy," as we might say, he 
took hokl of the car with his hand and 
held u]) the link with his toe, hut \ni- 
fortunately his toe got caught in the link 
and he could not get it out and he lost the 
end of his foot. He was not told to do 
this; he did it because he thouglit he was 
doing something rather out of the ordi- 
nary. He thought by doing so he would 
win the a])i)lause of his fellows. There 
are lots of things done and risks taken in 
just that s})irit. He was not a bit worse 
than lots of other men who do similar 
things which are equally foolish. / 
ivant to discourage the idea that you arc 
expected by the officers of the Company to 
do anything that is not safe in performing 
the work that you are expected to do. 

So far as I represent the management 
I want the men to feel that in the matter 
of their line of work they are to take time 
to do it as safely as possible. It does not 
mean by that either that their work is 
going to drag or that they are not going 
to be able to do as nmch as we expect 
them to do. The day of the link and pin 
coupling has passed, but our reports still 
show that man}' men get injured and lose 
their fingers from time to time b}' getting 
them in between the cars as they come 
together when they are pulling open the 

We would rather that the cars come to- 
gether and go back again any number of 
times in order to give you time to open the 
couplings rather than that you should be 
injured, and we ^^-ould sa}' this from a 
purely selfish reason, if for no other, for 
we would save money in the long run. 
Whenever an emi)lo}'e loses an arm or 
gets hurt it costs the Com])any something 
and it would be cheai)er if he would take 
sufficient time to do the work and save 
himself from injiuy; and so I say we 
would rather that you did that if for no 
other reason than the selfish reason of 
saving the Comj^jan}' money. Of course, 
there is the humane side, which is of much 
greater imi)ortance. I want to say to 
you that we do not want you to hurry at 
any time when by so doing you will jeop- 
ardize life or liml^. I caimot state it any 
stronger than tliat . 

There are a great many otiicr ways, in 
addition to couj^ling cars, in which men 
can be injured. Switclnnen working 
about engines do things not because they 
are rec^uired to do them but because it 
means a])])lause. I have done it. I 
have stood between the rails as an en- 
gine came toward me and jumped on th(» 
footboard when the engine was going at 
the rate of ten or twelve miles an hour. 
It was foolish, absurd, wrong, wicked; 
it was unjust to those dei)en(ling ui)()n-me. 
There was absolutely no reason in the 
world why I should do it. I might just 
as well have caught on to the rear end. 
I would have got to my destination 
nearly as quickly and would ver}- much 
more likel}' have got there safely. 

When you men do those things do not 
deceive 3'ourselves b}' thinking that you 
are doing it because you are expediting 
your work. You are doing it of ten-times 
in order to gratif}^ this idea, tliat 3'ou are 
doing something just a little bit 'smart.' 
You would not want somebod}' who was 
there to sa}' to you ^sonn^', you ])etter go 
and get a baby cart to ride in; wh}' don't 
you juni]) on the front end.' It is because 
of this that men do a great mam^ things 
which jeopardize life and limb. You 
ought not to do it. In the old days, in a 
group of twenty or thirt}' railroad men, 
you would fin(l one with an arm gone 
and many with more or less fingers short- 
ened. There was a time, I venture to 
sa}', when the loss of a finger was looked 
upon somewhat the same as a badge of 
honor; the man had been to the wars and 
carried scars. 

We do not want that today. We do 
not want you to do that. V\'e do not 
want you to take chances in any way 
that will im]>air your efficiency l)y the 
loss of any vital j^art. 

Now I am not going to go into the de- 
tails as to the things that sliould be done* 
to promote safety. I will, however, say 
t his in that connection. This Committee 
which has l)een appointed has the strong- 
est possible supi)ort of the management. 
We encourage them and want to do so 
in every possible way. I know that one 
of the best ways to give them encourage- 
ment is to take into consideration their re- 
cunnnifidations und do the things thev re- 



commend whenever it is possible and prac- 
ticable to do so. I want to assure you that 
the management is not only willing to do 
this but anxious to do it and will do it. 

I know it will come about at times 
that this Committee will make recommen- 
dations in the interest of Safety which 
will cost forty or fifty thousand dollars, or 
even more, to carry out, and it may be 
that we will not be able, in all cases, to 
make such expenditures as promptly as 
we would like, but where one expendi- 
ture of forty thousand dollars or even of 
one thousand dollars is necessary in the 
interest of Safety, there will be found at 
least one hundred different ways in which 
Safety may be promoted with little, if any 
expenditure, and those are the particular 
cases to which we want to give prompt 
and special attention, and if we do all of 
the things that can be done in this con- 
nection, which really cost little, if any, 
actual money, we will have, I am sure, 
improved the situation very greatly. 
While we may perhaps be excused from 
doing, at once, some things which mean 
large expenditures, we cannot be excused 
for delay in the doing of those things 
which cost little, it anything, in the way 
of immediate outgo, but which, if done, 
mean so much in the aggregate. 

For instance, I knew of a brakeman 
losing a hand by stumblmg over a rail 
left between the tracks. You might think 

that a rail between the tracks is not a 
serious thing, and that if a man were to 
fall over it he would not do much dam- 
age to himself, and perhaps in a great 
many instances that would be true, but 
when a man stumbling over a rail falls 
and he loses his hand, then it becomes a 
serious matter. You cannot tell what may 
happen from just such apparently trifling 
neglect as that. 

I knew a man who fell off a locomotive 
and was very seroiusly injured because 
the fireman did not keep the deck clean, 
and I want to say this to those who work 
on locomotives: there were a lot of things 
that used to make me angry when I 
worked on a locomotive. One was to 
pick up an oil can which had not been 
wiped, and which was all covered with 
oil. But the thing that made me madder 
than anything else was to get a fall 
because the fireman did not keep the 
deck clean. Any man who rides on a 
locomotive will appreciate that as much 
as I do. He may not appreciate it per- 
haps until he has had a fall and has been 
seriously hurt. 

I want every man in the room and 
every employe on the road to give this 
Safety Committee the best support he 
can, and as an employe speaking for em- 
ployes, I am going to say for you to the 
Committee — we will do all we can to help 
you in your work. 



^ (C. E. Carson, superintendent of the Ft. Dodge, Des Moines & South- W 

^ ern, has compiled the following list of "Don'ts" for officers, which ^ 

^ apply not only to railway men, but to men in authority in other lines) ^ 

^ " Don't nag. Many a good man has been nagged into inefficiency. = 

^ "Don't humiliate a man by advertising his shortcomings from the housetops, but quietly ^ 

^ point them out to him. He will lose an arm for you. ^ 

^ "Don't treat your men as if they belonged to the kindergarten class. Chances are they ^ 

= are better posted than you are. ^ 

^ "Don't be afraid to compliment an employe for some commendable service. ^ 

^ " Don't forget that where some of your men are making mistakes that cost dollars, you ^ 

^ may, by pursuing a mistaken policy, cost the company thousands. ^ 

^ " Don't forget that a man who is made out of the right kind of stuff will resent a brutal ^ 

^ call-down, and you should not complain if he knocks you down. ^ 

^ "Don't forget that a man who will stand for a 'cussing' because of some mistake or = 

^ oversight is not the kind of man who is able to help administration. He should be fired. = 

^ " Don't forget that while vou are checking everybody else up it might be a good thing for = 

^ you to make a careful inventory of yourself. ^ 

^ "Finally: Let each action bo sweetened by a little of the milk of human kindness. It will ^ 

W: cause you to have pleasant recollections after you have been laid on the shelf and enable you ^ 

= to look your old associates in the eyes." ^ 


In The Days of Villa 

Being the Truthful Account of the Experiences of an 

Employe of the Baltimore & Ohio in 

Mexico in the Spring of 1914 

AI J lUSED to think I was a brave man, 
iSll ii^ fjK't I am of the same opinion 
' y^ Still but there are degrees of 

!i2J bravery just as there are degrees 
of evc^rything else. For example, a well 
can be deep, a river deeper ancl an ocean 
still more deep than either of these two. 
Elliott's ])ravery, however, was of the sub- 
terranean kind; you can never bring up 

When things ])egan to get hot he 
whistles, and wlu^i one's life is actually 
in danger, he laughs. It is quite true he 
brought me a hundred and fifty miles 
through a country swarming with armed 
and Ijloodthirsty Mexicans, but that was 
due to two reasons; first he looked and 
spoke the language like a native and, 
second, he had double reinforced and 
ste(4bound duml) luck. Reason and brain 
had nothing to do with the matter, as 
you will agree with me after reading this. 

Following this brief and unflattering 
description of my comrade you will ])er- 
haps understand a little of my sensations 
when late one !March afternoon we passed 
through the last field of cane and lookcnl 
down into the Barranca de Tepic. 

Cute little curls and spirals of smoke 
marked the last spot where we had camp- 
ed and cuter little half naked Greasers 
were pawing over what had once been 
our cherished Inres and penates. We 

had a good view of it with the setting sun 
at our Ixicks and still high enough to 
clearly illuminate the broad valley of the 

The kitchen tent had been the first to 
go, naturally. And with it had gonc^ our 
little Chink cook. 1 have often wonder- 
ed whatever became of him. Some- 
times even now I hear his voice, "Mr. 
Klansitman (transitman), how vou likee 

Elliott had begun to whistle, and, re- 
cognizing the symptoms, I ])ulle(l him 
back under a banana tree which shelter- 
ed the usual crop of coffee plants. 
Through these we watched the proceed- 
ings. In a few minutes my mozo ap- 
l^eared with a new Berger instrument I 
had purchased a few months j)revious 
and, to the infantile delight ot" his fellows, 
proceeded to smash it to flinders on a 
convenient boulder. How I loved my 
brown brothers at that minute. 

The drafting tent was the last sj)ared. 
Its stretched-tight, dried-out canvas 
flared up and was gone, leaving the bare 
u])rights and ridgepole standing like a 
blackened scaffold. 

"Elliott," said I, "we must have re- 
venge. Under the blanket on my cot was 
the last and only five hundred dollars I 
have in the world. Somebody's going to 
smart f(»r it.s loss. " 



''And I," replied Elliott, with a whim- 
sical shrug of his shoulders, "have lost 
my only other shirt and the picture of 
my best girl." 

At that I felt a little ashamed of my- 
self. Elliott had been on the job for over 
two years and was saving up to get mar- 
ried. As the banks in Mexico at that 
time were simply institutions for the ac- 
commodation of the upper dog, it was 
dollars to doughnuts he had lost twice 
what I had. 

''Let's see how we're fixed to get out, " 
I said, more to change the subject than 
anything else. After careful search we 
found between us the sum of fifty dollars, 
Mexican, or tw^enty-five dollars gold, 
plenty of matches, smoking tobacco for 
four days, an old time forty-five calibre 
revolver with a barrel nearly a foot long. 
I never carried a gun as the steel caused 
the magnetic needle of the transit to de- 
viate from the true north. With the 
revolver Elliott had thirteen cartridges. 

"Thirteen strikes me as a bad omen," 
said Elliott, "do you believe the number 

"It is possibly not the finest rabbit's- 
foot in the world, " I answered, carelessly. 

"My own opinion exactly," and before 
I could stop him he had thrown himself 
prone on the bank and, picking out the 
liveUest of the lively natives, let drive 
with his miniature cannon. Either that 
Greaser possessed a sponge body and a 
true ivory skull or he's gone to his reward. 
Twice more EUiott cracked down, once 
with a clean miss, but the other time scor- 
ing a bull's eye. 

I've said my say about being brave, so 
we'll let it pass with the simple state- 
ment that at this point I beat it. Below 
us the Barranca was beginning to hum 
like a disturbed beehive with a few of the 
advance guard in the shape of bullets 
singing over our heads. Presently El- 
liott came pounding along behind me, 
grinning as cheerfully as though he had 
done a very clever thing. 

"He'll be wanting me to congratulate 
him in a minute," I grumbled to myself 
thinking of that hundred and fifty miles 
between us and Guadalajara. We had 
as much chance now of getting through 
as a snowball in— er— South America. 

We outran them, however, and arrived 
in Tepic early the next morning before 
any of the town people were astir. Here 
we went straight to the Bola de Oro, a 
hotel we had previously patronized, and 
for half our money, which we swore was 
all we had, were smuggled into a room on 
the lower floor. 

That evening the proprietor brought 
us two packages of food and two suits of 
clothes in exchange for those we wore. 
One of these suits was such as could be 
worn by a Mexican gentleman (God save 
the mark!) while the other was a servant's, 
consisting of coat and trousers on the 
pajama order and a pair of sandals. 

The better suit Elliott calmly appro- 
priated to himself with the remark that 
"as I spoke Spanish as though my mouth 
was full of mush and looked like a German 
sawed down the center (my figure is on 
the willowly order) it would be better for 
him to be the boss." 

As he weighed forty pounds more than 
I did and was already wearing the suit, I 
readily acquiesced in the arrangement. 

We left that night on the second leg of 
our long hike. The railroad, just com- 
pleted, would have been easier but some 
patriotically inspired rebels had torn it up 
and the stage wasn't safe, so we relied on 
that famous "pinch hitter," Nancy 

Until daylight we kept steadily at it, 
my only recollection being the plaintive 
airs Elliott hummed and my own itching 
caused by numerous inhabitants of the 
clothes the former occupant had forgot- 
ten to take with him. He left them hun- 
gry, too. 

Several times during the night squads 
of cavalry swept by us, but the beating of 
hoofs gave us ample warning and we were 
always safely esconced when they passed. 
As the sun came up we left the dusty high- 
way for a shady hillside where we con- 
sumed part of the lunch and then took 
turns sleeping and watching until night 
fell again. 

The first part of the third night passed 
uneventfully. We tramped steadily on 
while the tropical moon shone down like 
a silver stream and sleepy parrots squak- 
ed querulously. Armadillas, like knights 
of old, creaked and jangled about us, 



deer fled through the cane with a tremen- 
dous crashing at our approach. The 
whole world appeared alive with animal 
whisj)ers and movement. 

I had just about decided it was time 
for our midnight meal when a light 
appeared in front of us. Using the ut- 
most caution we crept closer. It proved 
to be the camp fire of a company of rurales 
who had come from the opposite direc- 
tion on the chance of ])icking us up. A 
meal was cooking on the fire and its ap- 
petizing odors fairly made our mouths 
dribble. There were tortillas, a soft corn 
cake, round and flat ; blancos bubbling in 
a large pan, lache (milk), carne in the 
shape of a whole flock of picked chickens 
and quarts of light Mexican wine. 

I was sniffing so heartily that a gnat 
flew up my nose and I sneezed. ''Good 
for the bug, " grinned Elliott, ''now if we 
are hung, drawn and quartered, don't 
blame me. Follow." 

I think I would have been excused if I 
had turned tail and run. Certainl}^ my 
legs were willing but there was a kink in 
the back of my brain which shamed me 
into following where another man led. 

A subtle change had come over EUiott. 
Formerly he had been tall and broad with 
frank grc}' eyes and a daredevil smile; 
now^ there was something else. In the 
short walk between our hiding place and 
the camp fire he acquired a certain dig- 
nity. There was nothing of the happy-go- 
lucky boy about him but much of the pol- 
ished Castilian grandiosity so dear to the 
Spanish heart. James K. Hackett could 
not have taken the character better. 

"BuenaNoche, " he saluted the young 
captain, sweeping the ground with his 

The entire troop had risen at my 
sneeze and were alertly on guard. In the 
shadows the troopers were fingering the 
butts of their guns. 

"Your business," growded the captain, 
drawing his five foot four to its greatest 
height and trying to speak gruffly through 
a downish moustache. 

" Unfortunate travelers, captain, " said 
Elliott, with a graceful wave of his hand. 
"You see before you Senor Bascasio 
Ortiz, of the Hacienda Domingo, and his 
servant. Some miles back we were way- 

laid and robbed. Those accursed grin- 
gos did it, stripping us even to our skins. 
We saw your fire, and, knowing well the 
far-famed hospitality of you rurales, 
came to beg a bite to eat." 

"A likely story," sneered the captain; 
"you come from nowhere with nothing 
to prove your assertions. You might be 
bandits or even the gringos themselves. 
I'm of a mind to" — he hesitated and sev- 
eral of the troopers moved closer. 

"When th(^ dogs of a country are ma<l 
what must their masters be?" challenged 

The saying is as old as Cortez' time. 
It means but two things, apologize or 
fight. By one stroke Elliott had put the 
captain in the predicament of arresting 
us at once or accepting us as his guests. 
Would a guilty person have so suddenly 
forced the issue? Evidently the captain 
thought not. 

"Judge not the masters by the dogs, " 
he replied, using the alternative, which 
meant peace. 

"Now^ sit down and eat," he continued 
hospitably, moving over so that Elliott 
could share his log. As for me I made 
haste to get into the shadows where my 
hair would not show. Blondes are not 
popular in Mexico. 

It was the best meal Eve ever eaten. 
Elliott ate heartily and so did I — after a 
fashion. Occasionally my rodman would 
toss me a tortilla or an egg which it was 
necessary to catch on the fly, for the light 
and the fact that I was masquerading as 
a servant kept me from approaching 
closer to the fire. Sometimes when we 
had a particularly choice piece of chicken 
Elliott would make as though to toss it to 
me, change his mind and eat it himself, 
grinning. And all the time I was in a 
cold sweat to be away. 

During the intervals between mouth- 
fuls he entertained the captain with a 
lurid description of our being robbed and 
drew sketches of the robbers. According 
to his account the one American was an 
Adonis, an Apollo, and a Mars all rolled 
into one, while I — but no man is com- 
pelled to incriminate himself. Only if 
my mother could have heard Elliott's 
opinion of me, expressed so loudly I 
couldn't help but hear, she would have 



strangled me at birth. He certainly was 
enjoying himself. 

When we left, the captain embraced 
Elliott like a long lost brother. He even 
offered to lend us horses to reach our 
mythical plantation, but' for obvious 
reasons we refused. The sound of a 
horse's hoof, a whinny at the wrong time, 
and we were lost. 

Nothing unusual happened during the 
two nights that followed. There were, 
of course, narrow escapes, tired feet and 
empty stomachs but nothing worthy the 

At El Trapachio, twenty miles from 
Guadalajara, we had our last adventure. 
Against my remonstrances Elliott chose 
to go to the hotel, where we could secure 
at least one night's fair rest. I am nat- 
urally a believer in human nature and to 
this day I do not think the landlord of 
that hostlery was responsible for what 
follows. He was round and fat with a 
jovial laugh and a pronounced love for 
Americanos. Also he gave us beer with 
our meal and refused to take any money 
for it. This, too, in a country where 
beer is worth a dollar a bottle! 

We slept that night on clean beds in a 
large room on the ground floor opening 
into the street instead of into the in- 
terior court, as is usually the case. I will 
never forget that room or the sweet odors 
floating in through the windows, or the 
dusty, white square outside w^ith its 
great cathedral just across the central 
plaza, where a band played every night. 
Probably at some time or other I have 
slept on a softer, daintier bed, but it 
would be hard to convince me of the fact. 

Dawn was just streaking the sky when I 
awoke with the heavy dread on me of some- 
thing wrong. Every one has probably 
experienced the sensation and wondered 
at the phenomenon. The feeling is hard 
to define but there it was, lying like an 
actual weight on my chest. I lay still, 
not daring to move, hardly breathing, for 
a long time. Then the explanation came. 
Someone was moving softly outside the 

Stealthily the great wooden shutter 
began to swing backward, disclosing the 
iron bars across the window outlined 
against the lightening eastern sky. After 

an interminable time the shutter was all 
the way back and a head appeared in the 
opening. I snored loudly and peered 
through half-shut lids. 

The head remained there for perhaps 
a minute, turning this way and that, 
making quite sure we slept. Then it 
was withdrawn and the shutter softly 

I jumped up and slipping the gun from 
under Elliott's head pulled on my trou- 
sers. My feet clad only in socks made 
no noise on the hard packed earthen 
floor. Outside I could hear the faint 
shuffle, shuffle as the soldier (his cap told 
me that) crept away. It took me some- 
time to undo the complicated bars to the 
door and by the time it was open the man 
was half way across the square. I step- 
ped outside the door and slammed be- 
hind me. The sound brought Elliott out 
of bed. In a second he was beside me. 

I explained the situation in a few words. 
The soldier now was within a few feet 
of the corner of the cathedral and walk- 
ing rapidly. 

^' We'll learn of his intentions, " mut- 
tered Elliott, and let out an unearthly 
hello. Instantly the soldier turned, saw 
us and raising his gun to his shoulder, 
fired. The bullet struck not an inch from 
my head, covering me with white plaster 
from the wall. I had no expectation of 
hitting the man at that distance but just 
the same raised the revolver and fired. 
The soldier, in the act of reloading his old 
single shot rifle, wheeled about and fell 
face downward. 

''Quick," ordered Elliott, ''come this 

He raced back of the hotel where the 
stables were. A half dozen horses sad- 
dled and bridled were hitched outside. 
Casting hurried glances up and down the 
line we picked out the two best built for a 
long ride and untying them climbed into 
the saddle. 

Hours later two dirty, disheveled, 
shoeless Americans drew up before the 
consulate in Guadalajara and forcing 
their way past doorkeeper and clerks 
penetrated the inner office. 

I take off my hat to that consul. He 
was a peach. After hearing our story 
he furnished us with fresh linen, a bath 



and .sluiviii^ material, then while we set 
about restoring ourselves to human be- 
ings, he went out to interview the ''pow- 
ers that be" in an elTort to keep us from 
jail. He sueceeded, too, for the author- 
ities were (juitc* willing to balancn^ the de- 
struction of the camp with the soldiers 
we had i)ut out of commission. 

A few days later I was on my way to 
\'era Cruz, enrout(* to (lalvc^ston aiid ihe 

states. Elliott wouldn't come. lie 
said he was having too good a time and 
before the revolution was over exj^eeted 
to l)e a general at least. 

The last I saw of him he was standing 
on the platform as the refugee train j)ull- 
ed out. On his face was the old grin 1 
knew. To be frank, I liked Elliott and I 
lik(Ml Mexico, but not that grin. It gives 
nie the shivers every time I think of it. 

Drainage Problem in Roadbed Construction 
and Maintenance of Way 

By Hugh Wilson, Assistant Engineer 

Operating Department 


ITHOUT tloubt one of the most 
important problems in connec- 
tion with maintenance work on 
railroads is the problem of drain- 
age. Costly errors have been made in 
handling such problems. Lack of good 
drainage prevents maintenance of a sound 
character, consistent with present oper- 
ating standards. 

The two most important elements 
which make good drainage arc: 

1st. That all water be kept away from 
the roadbed and structures that it is 
possible to keep awa}-. 

2nd. That such water as cannot be 
intercepted be removed from the road- 
way or structures as quickly and com- 
pletely as possible. 

Therefore in original design it is the 
duty of those entrusted with such to 
arrange as far as possible, drainage sys- 
tems, surface or otherwise, to lead the 
water away from the roadway before it 
reaches it. Whenever natural physical 
limitations prevent such preliminary 
drainage it is necessary to provide means 
in and about the roadway which will 
quickly remove such water before its 
presence leads to trouble through satura- 
tion of subgrade, etc. 

Failure to maintain good smooth 
tracks in locations where the soil is clay 
always results where necessary precau- 

tions are not taken to handle the drainag 
problem intelligently. Where hillside^ 
or cuts adjacent to the tracks are of clay 
interlaid with strata containing gravel 
or sand, lack of proper drainage will 
cause slides toward the ro.alwa}', the 
magnitude of such depending upon the 
character of the clay and its underlying 
strata, and upon the amount of water 
allowed to percolate through it. Water 
allowed to reach bridge abutments or 
structures of any similar character may 
cause damage in an amount dependent 
wholly upon the surrounding conditions. 
With respect to track maintenance 
problems, the main causes of poor drain- 
age may be summed up as follows: 

1. Small irregularities in the surface of 

the sui)grade under the ballast 
where the character of the soil in 
the subgrade is such that it will 
hold water. 

2. Building a new shouhh^r of clay or 

other impervious material, thus im- 
pounding surface water which will 
follow the subgrade until it reaches 
a sag or permanent structure such 
as a bridge abutment or open cul- 

3. Settlement of tracks in wet cuts or 

over fills during wet or thawing 
weather, thus forming a pocket to 
collect water. 



4. Construction of new siding or second 

track, thus filling up the old ditch, 

which becomes a pocket or trough 

to collect water which will soften 

up the roadbed on both sides. 

All of the above mentioned principal 

causes of poor drainage are located in the 

roadbed itself. The results are, rough 

unstable tracks and slips or slides in 

embankments. In cases where water 

gathers about masonry abutments, frost 

Where physical conditions permit, sur- 
face ditches should be constructed to 
keep water from reaching cuts, and ulti- 
mately reaching the tracks, damaging 
the slopes of cuts and filling up the 
ditches en route. Such surface ditches 
must be so located that they will not be 
close enough to the cut to cause breakage 
into the cut and on the other hand must 
not be so far away that they will fail in 
their purpose. 

Where til 

hoive been, plcnced 

Where it i^frnf>ill 



action is increased to such an extent as 
often to require considerable expenditure 
to overcome it. 

The following principles should be 
carried in the mind in handling drainage. 
Drainage should be complete and thor- 
ough and such instrumentalities as are 
used to accomplish it must be permanent 
in character. No means of drainage 
should be established which will not be 
lasting. The results of using other than 
permanent systems are often the cause 
of multiplied trouble in addition to the 
creation of a condition which often be- 
comes hazardous before discovered. 

Very often an expensive system of 
drainage, calculated to prevent water 
from reaching the roadway, will prove 
more economical than a system con- 
structed to remove water after it reaches 
the roadway. In the first instance the 
cost of the System alone has to be con- 
sidered, while in the second, expensive 
track troubles often have to be taken care 
of in addition to the construction of the 
drainage system. 

Where it is impossible to collect and 
carry away from the tops of the cuts with 
surface ditches, all of the water, it is often 
found practicable to construct ditches 
upon the slopes of the cuts which will serve 
to carry away the water before it reaches 
the tracks. Such ditches serve the double 
purpose of preventing erosion of the slopes 
and obstruction of track ditches with 
material washed down from the slopes. 

It frequently occurs that water seeps 
through the soil and appears as springs 
on the slopes of the cuts, the origin of 
such water often being at some distance 
away and the flow being so deep under the 
surface that it is impossible to intercept 
it with drainage systems above the cut. 
Such seepage will often cause endless 
trouble if not taken care of. Such water 
can sometimes be taken care of by use 
of lateral ditches along the face of the 
cut; when open ditches are not practi- 
cable it is usually possible to introduce 
tile drains in the slope of the cut below 
the seepage area to collect the water and 
carry it out of the cut to a safe place. 



A wet condition of slopes of cuts in 
addition to causing track trouble, if 
allowed to reach the track, will often 
cause slips or slides in the cut. Such 
conditions if allowed to continue often 
multiply the expense of securing a per- 
manent correction. 

Fills are often constructed upon un- 
stable soil, which is, when wet, unable 
to withstand the added weight of the 
embankment. In such cases preliminary 
steps must be taken to ]M-event surface 
water from reaching the fill and saturating 
the ground underneath. This can be 
accomplished by the construction of 
surface ditches sufficient in cross section 
and at a proper distance from the toe of 
the embankment to avoid weakening 
the ground underneath. Such ditches 
should lead to a natural waterway. 

Drainage to protect the bottoms of 
fills may be accomplished only by the 
use of tile or blind drains underneath 
the surface, carried similarly to an out- 

tlie desired result, viz.: chying out llie 
soil underneath the fill. 

After having done all that it is possible 
to do to keep water away from the road- 
way-, we still have water to contend with 
in the roadway itself, which originates 
in rainfall upon the roadwaj' or which 
oiiginates in unintercepted seepage or 
surface water. Satisfactorj- results with 
track cannot be achieved unless the sub- 
grade is relieved of the effects of the 
presence of such water by its quick and 
complete removal. 

Too often dependence is placed upon 
ballast alone to overcome the effects of 
moisture in the subgrade. Through stone 
ballast the water passes as though going 
through a sieve, and with gravel ballast 
the same. is true after it becomes satu- 
rated. Thus, it is ai)parent that with a 
well ballasted roadl)e(l, considerable water 
reaches the sul)grade. If the roadbed 
is properly crowned this water will reach 
the side ditches without damaging the 

-'7 tone t^oilloi^T 

< ^— ^ 

Onamoil ^wrTc^tce 

• ^ ^-^ _i.xj • "-^ :^zz — ^ 

FIGlRi; 2 

let in a natural waterway. The situation 
demanding this sort of treatment is oiie 
in which the original ground is soft and 
wet, carrying seepage water toward the 
fill. In such cases the tile or blind drain 
must necessarily be placed low enough 
to be below the seepage water, otherwise 
it will Ui)\ iiit»iicept it and will not Lavf 

sul)grade, but it is a well known fact 
that few roadbeds are properly crowned, 
nor can they be properly crowned, espe- 
cially on old existing lines, which are 
being rebuilt under traffic. 

Softening the subgrade due to the 
existence of too much water, quickly 
yffycts ihw sni'facw and alii^ninent (A' the 



track. As a matter of fact on well bal- 
lasted track there can be no extensive 
settlement, unless the settlement origi- 
nates in the subgrade, since so far as 
settlement in the ballast is concerned, it 
reaches its limit in a very short time after 
the ballast is applied. 

Figure 1 outlines a typical condition 
of settlement of track in a cut due to 

Examination where bodies of both have 
been in contact will develop the fact 
that the clay has penetrated the cinders 
only an inch or so. With gravel, stone 
or slag the opposite will be found to be 
the case. The clay will work its way 
through the whole body of material. 
On account of the above peculiarity of 
cinders, in laying tiling, a bed of three 

_1 2^ 

2 ^ 


softening of the subgrade. The clay of 
the subgrade moves outward toward the 
side of the cut offering least resistance, 
thus filling the ditch. This condition 
quickly extends the trouble along the 
track. Raising the track with the appli- 
cation of additional Imllast does not 
correct the situation but rather makes 
its ultimate correction more difficult. 

When this condition arises the obvious 
remedy lies in tiling the cut; cross ditches 
must be dug underneath the track to 
locate the depth of the sink hole. Then 
a line of tiling must be placed parallel to 
the track reaching out of the cut to a 
safe outlet. Cross drains underneath 
the track must then be placed to lead the 
water from underneath the ballast to 
the side drain. An examination of Fig. 1 
illustrates the necessity of early attention. 
The longer the situation remains un- 
corrected the deeper it is necessary to 
place the tiling in order to get proper 

It is a well known fact that cinders 
and clay do not mix to niiv extent. 

or four inches of locomotive cinders 
should be used underneath as a bottom 
support and the tiling should be covered 
with cinders. In cases where the tiling 
is underneath track ditches the entire 
trench should be filled to the surface with 
cinders, thus facilitating entry of water 
into the drain. The mistake of placing 
tiling in ditches in clay soil without the 
accompanying cinder covering and bed 
usuall}^ results in failure in the object, 
due to the tiling becoming displaced and 
consequent failure to drain. 

In placing tile drains, care must be 
used to get them deep enough to avoid 
frost action. Particular care must be 
used when placing tiling in subgrades to 
get it deep enough to be free from dis- 
turbances resulting from the load trans- 
mitted by passing trains. 

It has been estimated that modern 
equipment causes a transmission through 
twelve inches of ballast of pressures upon 
the subgrade as high as 2f tons per 
square foot. The bearing power of clay 
is au extremely varial)le (luality. The 



hearing power of dry clay is 23^ tons per 
square foot but on damp clay this is 
reduced to 3^^ ton per square foot. These 
figures phiinly inihcate the necessity of 
keeping moisture out of clay suhgrades, 
and of keeping tile drains low (Miough 
to avoid disturbances. 

In sub-surface drainage systems the 
use of 'Trench" or ''blind" drains is 
often possible in lieu of tiling, especially 
where the length of the drain is to b(* 
short. A French drain is simply a trench 
Hlled or partially filled with rocks, through 
which the water will pass freel}'. In 
placing such drains in clay, cinders may 
accompany the rock, surrounding it to 
prevent mixture with cla\' and conse- 
quent failure to drain. Such drains may 
be used to lead water from soft spots in 
the subgrade to longitudinaldrains incuts. 
In cases where the sui)gra(Ie shows signs of 
too much moisture on fills, the water may 
be drained out with cross trenches which 
can be made into permanent drains by the 
introduction of rocks and cinders. 

Figure 2 is a fair representation of 
what will occur in the case of wet soft 
spots in the subgrade on fills. After the 
subgrade has })een sufficiently saturated 
by water which collects in hollows in the 
surface, a break \vill occur in the fill and 

The situation outlined in l''igure 2 may 
be caused in two or three different ways. 
In the application of n(;w or additional 
l)allast on a fill, it is found necessary to 
l)uild uj) and widen out the to}) to prevent 
the toe of the ballast reaching outward to 
a point outside the fill. In building up 
the additional embankment, if material 
imj^ervious to water, such as one of the 
several forms of cla)% is used, a dam is 
fornuMl which inij)()unds water in the 
c(Miter of the roadlxMJ. In such cases 
the material used on top of the einbaiik- 
ment should be loose material of a char- 
acter which will permit the escape of 
\vater, the clay being used onh^ to a point 
even with the original subgrade. The 
situation may be created by building a 
second track or siding and in so doing, 
raising the su])gra(le of the new track 
above the old subgrade. This will create 
a reservoir for the collection of moisture 
which will ultimately cause the new fill to 
slip or slide and often causes a softening 
up of the old fill with the resultant 

Figure 3 is an illustration of what 
frcHiuently happens, both in construction 
of second track on fills or the widening 
and raising of banks on old roadljeds. 
Such situations must Ix^ avoided or else 

ytone P><7ilU^t^ 

Old M<?iinrTr-cick 

Hew Mc^"T-T»^oick. 

^^^^^'W^^^y ^^^^^.yLj ^ 


■^ ZLIS 

'?hou. (^ pmI irv ryKT7iiruTi7e 

I ici in: 4 

sliding nujlion will cunnncnce. usually 
making its appearance in the form of a 
swelling in the slope of the fill. 

As soon as the surface of the track 
begins to indicate that the subgrade is 
being softened up, trenches should be 
dug in from the outside of the fill well 
below the surface of the subgrade, and 
such trenches converted into blind oi- 
tile drains. 

suitable steps l)y means of i)ioper (haiii- 
age taken to prevent softening up of 

Figure 4 is an example of the usual 
construction of second track in cuts. 
In this case it is assumed that the old 
ballast is in such a state that it is useless 
and it is decided to create the new sub- 
grade on level with the top of the old 
ballast. It is apparent that of the 



old ditches will become reservoirs for 
the collection of water unless a system 
of drainage as outlined is provided. The 
necessity is made more imperative when 
the subgrade is of clay or other material 
which holds water. 

Figure 5 is an example of what may 
happen when the construction of second 
track is in a cut and upon a curve. The 

it the most undesirable material to use if 
it is placed in such manner as to be higher 
than the original subgrade. Such material 
should preferably be used to widen the fill 
below the original subgrade and material 
secured for top fill which will not dam 
up water underneath the ballast. 

Slips often occur in material which 
has been placed on embankments to 

'Ttone. ^otlla-^T 

le jpoiinyiUe.ll Wtfli. Track- 


old ditches have become obliterated. 
Trackmen have worked on the track 
raising and re-raising and in the mean- 
time the subgrade has assumed such 
shape that the only permanent cure is 
drainage as outlined. 

The necessity of raising the tops of 
fills with additional material is one 
which cannot be avoided. Usually the 
material most easily available is used, 
this often being material taken from side 
ditches in cuts and which from the very 
nature of its existence in the ditch makes 

widen them out to a sufficient extent to 
hold ballast. These slips will occur even 
though care is taken to keep below sub- 
grade and use proper material. A prac- 
tice should be followed in construction 
of new embankments, of providing extra 
top width and consequent extra fill, 
sufficient to make unnecessary any widen- 
ing of fill after settlement. The settle- 
ment can then easily be corrected by the 
application of a top fill of suitable mate- 
rial to avoid probable troubles which 
usuallv result. 

The Man Who Works In The Shop 

By James F. Glace 

You've always heard of the brave engineer who 

guides the train along, 
And also of the fireman, so sturdy and so 

Likewise, the conductor, who signals trains to 

But never a word have you ever heard of the 

man who works in the shop. 

He is the one who possible makes the sixty 

miles an hour, 
For if he'd make a single mistake, the engine 

would furnish no power. 
He works hard for his living, until he's ready 

to drop. 
For a place to sleep, and a bite to eat , and hiR 

little old job in the shop. 

When the whistle blows in the morning, his 

sw^eet dreams end with a sob; 
Yet he doesn't swear, or mutter a prayer, for 

or against his job; 
But straightway down to the roundhouse, where 

the engines roar and pop, 
Where the side-rods clang, and the pop-valves 

bang, he hustles there in the shop. 

Then here's to the skilled mechanic, the expert 

who works just so, 
That the engineer has no cause for fear with 

his engine, fast or slow; 
And when the last whistle is sounded, and the 

last signal given to stop, 
On the heaven-bound line, in a day coach fine, 

rides the man who worked in tlio shop. 

Welding High Speed Steel to Low 
Carbon Steel 

By E. P. Poole 

General Piecework Inspector, Glenwood Shops 

A' LTHOUGH comparatively little 
is known about the process of 
welding high speed steel to a low 
carbon steel, and although it is 
practiced little, the Company has several 
lathe and planer tools in use at the 
Glenwood shops which are giving just 
as good results as though forged entirel}^ 
of high speed steel. 

The greatest advantage in the use of 
the process tool is the saving effected. 
For example, high speed steel tool '^" 
X 13^'' X 10", weight three pounds, 
costs, on a basis of sixty-five cents per 
pound, SI. 95; a process tool of the same 
size costs about forty cents, thus showing 
a saving of SI. 55 on the first cost. 

The actual cost for the amount of 
high speed steel used on the above sized 
tool amounts to less than ten cents or 
less than one-fourth of the cost of the 
tool. A wheel lathe tool of high speed 
steel weighing eighteen pounds costs 
$11.75; a process tool of the same size 
costs approximately sixty-five cents, which 
is a saving of SI 1.10 on the first cost. 

One dressing of a process tool is equal 
in service and efficiency to a dressing of 
a high speed steel tool. Allowing six 
dressings to a high speed tool, then six 
dressings of a process tool are equal to 
the life or use of a high speed tool, with 
a saving of approximately sixty-five 
per cent., because the low carbon shank 
is saved and used for the next dressing 
and the amount of high speed steel used 
for the weld is less than fifty per cent, of 

the amount of steel used or ground away 
between dressings on a high speed tool. 

When the amount of high s])eed steel 
welded on has been ground to the limit 
(which means when there is not enough 
left for a cutting edge), another piece of 
high speed steel can be welded on same 
shank of low carbon steel in the same 
time required to dress a high speed 
steel tool of the same size. 

Results ol^tained from the use of the 
process tool have proved that it is 
practical and economical. 

There are several claims and patents 
on the different processes used, but the 
one used at Glenwood was originated 
about two years ago by J. P. Kane, 
blacksmith shop foreman. Mr. Kane 
was formerly at the Newark shops. 
Since coming to Glenwood he has 
equipped several machines with full 
sets of his process tools. 

When the article printed above was 
shown to H. W. Johnston, supervisor of 
machine and hand tools, he gave us the 
following information in rc^gard to this 
w(^lding jirocess: 

"The welding of hiu;h sjxhhI steel to low 
carbon open hearth steel has Ixn^n known 
for some time, l)ut has not been practiced 
to any extent. 

''The welding of high speed steel to 
low carbon open hearth steel, does not 
mean that we will use any great number 
less pounds of high speed stcH'l, ])ut will 
temporarily reduce the number of pounds 
of steel used. 



^'In a well regulated railroad shop, 
where the tool system has been thoroughly 
standardized, a very small amount of 
high speed steel is wasted. We have, by 
designing special tools, opened up a 
demand for practically every bit of high 
speed steel that has not been used in the 
past. The success of welding high speed 
steel depends entirely on the degree of 
efficiency of the weld. On tools doing 
work where the pressure is enormous, 
the welded tool has not proved a success. 
On modern high duty lathes and 
machines, this tool will not prove a suc- 
cess, but should be used on our old style 
machinery of which a majority of our 
railroad equipment consists. 

'Trobably the greatest saving on 
welded high speed steel will show in such 
tools as Blotter tools, where the body of 
tool is made of high speed steel. This 
will release quite a number of tools which 
are very expensive and where the tool 
steel is tied up indefinitely. 

''Photographs would show in compar- 
ison the amount of high speed used in 
•welding on the body of tool as compared 
with a solid high speed steel tool. In a 
welded tool the proportion of high to low 
speed steel is small. 

''The cost is practically the same to 
weld steel as to forge or redress a solid 
high speed steel. 

''This method is being investigated 
very carefully and reliable data taken." 

The House by the Side of the Road 

(Published by special request) 

There are hermit souls that hve withdrawn 

In the peace of their self content; 
There are souls like stars that dwell apart, . 

In a fellowless firmament; 
There are pioneer souls that blaze the paths 

Where the highways never ran; 
But let me live by the side of the road, 

And be a friend to man. 

Let me live in a house by the side of the road. 

Where the race of men go by— 
The men who are good and the men who are bad, 

As good and as bad as I. 
I would not sit in the scorner's seat, 

Or hurl the cynic's ban; 
Let me live in a house by the side of the road 

And be a friend to man. 

I see from my house by the side of the road— 

By the side of the highway of life, 
The men who press with the ardor of hope. 

The men who are faint with strife; 
But I turn not away from their smiles or their tears- 

Both are parts of an infinite plan; 
Let me live in a house by the side of the road 

And be a friend to man. 

— Sam Waller Foss 

Progress in Safety During the Last 
Six Months 

By E. R. Scoville 

Acting Chairman General Safety Committee 

THE luinouiiceineiit that the pubh- 
cation of the Baltimore & Ohio 
Employes Mag;azine was to be 
resumed this month jiave me 
an opportunity long desired of telling its 
readers of the great progress made in 
safety work since the issuing of the 
Safety Bulletin, January 1st, last. In 
that bulletin it was shown that there had 
been 9,256 items reported and suggestions 
made by the various Divisional Safety 
Committeemen on the System, and that 
8,450 or ninety-one per cent, of them 
had been disposed of. The remainder 
were either in process of correction or 
were being investigated with a view 
to correcting the item as suggested or in 
a satisfactory manner to eliminate the 
possibility of an accident. Many of 
those reported as being under considera- 
tion have since been corrected. The 
bulletin referred to was issued and posted 
for the information of employes, so that 
they might be kept advised of the pro- 
gress of safety work, not only on the 
division on which they were employed 
l)ut on the entire System. 

Since January 1st, there have been 
0,253 items reported, of which 5,498 or 
89.5 per cent, have been disposed of— 
a most excellent record considering the 
depression in business which has pre- 
vailed in all parts of the country during 
that period. The average number of 
items reported monthly last year was 
738, while for the first five months this 
year the monthly average has been 1,050, 
showing clearly the ever - increasing 
spirit of cooperation on the part of 
employes. The fact that llie safety 

movement is of nmtual benefit is nioic 
apparent and is becoming more obvious. 
In the earlier stages of the work the 
safety movenu^nt was not being credited 
with many of the improved conditions. 
While em])lo3'es observcMl clearances being 
made greater, obstructions to the view 
of signals and obstructions to free 
passage being eliminated, and no doubt 
feeling that these were rapidly improving 
conditions, the Safety Committeemen 
were not, in many cases, bcung given 
credit for reporting and insisting that 
these conditions be impioved. It is a 
well known fact among those attending 
the safety meetings that authorit}^ that 
might not have been given in an}^ other 
way, has been granted for correcting what 
were considered dangerous conditions. 

To enable employes to keep in touch 
with the work of the Safety Committee- 
men a bulletin is being posted monthly, 
showing the particular things that have 
been done for safety each month, together 
with the name of the person making the 
suggestion. All of the items reported or 
suggestions made were with a view to 
improving working and sanitary con- 
ditions, and that employes as well as the 
public are now more fully realizing this 
fact is indicated by the spirit of co- 
operation and greater enthusiasm in the 
conduct of the work. 

The fact that the .safety movement has 
now been adopted by practically every 
industry, and l)y the principal cities of 
the United States, places the stamp of 
public approval upon the work which 
has l)een so successfully prosecuted by 
the Baltinu^re S: Ohio Railroad. 



Having attended each safety meeting 
held on all of the divisions of the System 
since January 1st, it has been most 
gratifying to note the increasing interest 
and cooperation manifested by the Divi- 
sional Safety Committeemen, without 
which the movement would not have been 
nearly so successful as it is today, and 
this affords an opportunity to express 
the appreciation and thanks of the General 
Safety Committee for the very efficient 
work they have performed. Safety work, 
however, is considered in its infancy, and 
the movement has come to stay. As 
there remains much to be accomplished, 
promptness in the successful accomplish- 
ment depends very largely on continued 

It would be difficult for the officers to 
observe all conditions which might lead 
to an accident or to observe all practices 
which might cause an injury. Therefore, 
employes are not only encouraged but 
are urged to report any condition which 
in their judgment might cause an ac- 
cident, or any practice on the part of 
employes which might result in an injury, 
so that the condition may be corrected 
or the employe shown the safe manner 
of performing the work before, rather than 
after an accident occurs. These reports 
may be made to any member of the 
Safety Committee, or to the Divisional 
Chairman direct, and they will be given 
prompt attention. 

Safety meetings are held once each 
month — and that day is assigned to the 
discussion of safety matters — and having 
reached a decision as to the best method 
of correcting the condition or practice 
the chairman of the committee directs 
how and by whom the work shall be done. 
An impression prevails among some 
employes that only Safety Committeemen 
are permitted to attend the meetings, 
or make suggestions. This is not the 
case. Any employe is not only welcome 
but is invited to attend and make any 
suggestion he may think of benefit to 
the safety movement, and to take part 
in the discussion. 

Thoughtless or careless practices 
cause most of the deaths and injuries. 
This is true not only on the Baltimore & 
Ohio but on all other lines, as is shown 

by the latest reports from the Interstate 
Commerce Commission. The reports of 
personal injuries occurring on each divi- 
sion, which are read and discussed at 
each safety meeting, indicate the absolute 
necessity for care on the part of all 
employes. While safety devices have 
been placed on all machines in shops and. 
on locomotives and cars, it should be 
borne in mind that the best safety 
device known is the careful man, and 
it is upon him that we must depend 
to caution the careless, thoughtless man, 
who is constantly doing the things that 
cause injury to himself and others about 

Be an active member of the ''Careful 
Club." You cannot afford to take 
chances; to do so is wronging yourself 
and those depending upon you. Being 
crippled usually means changing your 
occupation; it frequently prevents pro- 
motion; it lessens your earning capa- 
city and changes every condition of 
living; it interferes with the plans you 
have made for the future, as well as 
enforces the discontinuance of those 
pleasures which you and your family 
now enjoy. Therefore, I repeat, be an 
active member of the ''Careful Club." 
Don't be the man who won't listen to 
safety advice and who is compelled to 
listen to the ambulance gong. The time 
to think of safety is before you get 
hurt, not while you are lying in the 

Foremen and others can do much to 
prevent injury to the men in their charge 
by observing the manner in which they 
perform their work, and by being inter- 
ested and showing their men that they 
are interested in their welfare. Where 
work is being done, the character of 
which requires the use of goggles, see 
that they are used. Help the men save 
their own eyes. Some men do not realize 
the danger. The right kind of a foreman 
can teach them. In one shop on the 
System where there is an interested 
foreman it was agreed between this 
foreman and his men that they would 
endeavor to go through the month 
without having a single injury. There 
was no injury in that shop for two 
months, and they are still trying because 


that forcMiian is iiitercstocl aiul in earnest. 
Why not try to go through the month 
without a scratch? This can be done by 
observing the rules and b}' each man 
being careful. 

Wives, mothers, sisters and daughters 
can be of great assistance in safety work 
by repeated admonitions to employes 
to be careful. Clet them to form safetv 

habits, urge them to stop, look and listen 
for your sake. Urge them to adopt this 

^'I will work for my own safety. 

"I will work for the safety of others as 
I would want them to work for ni\- 

''I will do my part to help hmIucc the 
number of accidents." 

Cut loaned by Lackawanna BulUtin 

Care for them as you would for your dearest treasure. The picture shows six pairs of rokIcs that 
saved as many eyes. How priceless they are after such service! Always wear 
- goggles when nocesi'arj-. They may do the .same service for you. 

Late General Live Stock Agent, Baltimore and Ohio Railroad 



BORN SEPTEMBER 3, 1853 DIED JUNE 17, 1915 

BEN WILSON, general live stock agent of the Baltimore & Ohio 
Railroad, died suddenly on the morning of June 17 in 
St. Louis, Mo., while on a business trip. 

Mr. Wilson was born in Warrenton, N. C, and at the early age 
of 18 began his railroad career as a rodman in an engineering 
corps. A year later he became express messenger on the Memphis 
and Charleston Railroad, and from 1876 until 1880 he was a freight 
accountant with the Illinois Central Railroad, later becoming 
agent for the same road at Jackson, Tenn. He went with the 
Louisville and Nashville in 1881, and from 1886 until 1887 was 
receiver for the Mobile & Northwestern line. He then became a 
superintendent of the Louisiana, New Orleans and Texas Railway, 
and from 1888 until 1893 was general manager of the Tennessee 
Midland Railroad. Prior to his coming to the Baltimore & Ohio, 
Mr. Wilson was manager of elevators at New Orleans for the 
Illinois Central Railroad. 

In the passing of Mr. Wilson we have lost one of the most loyal 
and lovable men in the service. A man of striking and attractive 
personality, and brimming over with good nature ar\d kindness, 
he commanded the love and respect of all who knew him. Loyalty 
to the interests he represented was second nature to him, and 
under all conditions he worked faithfully and untiringly for the 
prosperity of the Baltimore & Ohio and for a better understanding 
between the shippers and the railroads. His judgment was keen 
and well-balanced and his unusually comprehensive railroad 
experience of over forty years admirably fitted him for the position 
that he filled so well. 

Mr. Wilson was a man of high ideals and splendid habits and 
was ever ready to extend a helping hand to his fellow-man. Deeply 
devoted to his family, the beauty and simplicity of his home life 
was an inspiration to all who knew him. 


Pointers for Local Agents 

Some years ago I was agent at a small 
station where there were only five stores, 
and the merchants invariably received 
their freight from a junction point with 
our line, just twenty miles from my station. 
It took a long time for me to think about it, 
but finally I decided to make an effort 
to get the business routed via S — Rail- 
way, with the result that I secured 
letters from every merchant in town re- 
questing shippers at St. Louis and other 
cities to route their business via our line. 
In a short time the freight was moving 
our way with the charges in the freight 
revenue column. My remittances were 
not increased, but I knew the money was 
staying with our treasurer. I felt 
ashamed of myself for sitting down most 
of the time and accepting my pay check 
every month for doing just as little as I 
possibly could and hold my job. I thought 
I was a good agent because I could do 
what the other agents were doing, and 
knew enough to balance my books and 
reports. I found, however, that I could 
take the initiative, and do something that 
would place me a few points above the 
average small agent. I felt like getting 
out of the average class, and I did. After 
I was promoted to a larger station, where 
there were three competing lines, I re- 
ceived a letter from the division freight 
agent stating that I had been promoted 
on his recommendation. I had no idea 
that he knew of my efforts to change the 
money from the advanced charges col- 
umn to the freight revenue. 

I am still trying to work problems that 
mean more money in the freight revenue 

column, and every now and then I get the 
correct answer. 

An Agent. 

The Third Degree 

In a sermon in which he was develop- 
ing the thought that the condition of 
danger or helplessness sometimes brings 
about miraculous conversions to faith in 
a Divinity, the Reverend Russell Con- 
well, of Philadelphia, tells the following 
story from his own life. 

As a boy, he attended a typical New 
England school house, in the Berkeshire 
Hills. But the teacher was not the be- 
spectacled, narrow-minded pedagog of 
those days about whom we read. On 
the contrary, he was an unusually sympa- 
thetic and tactful man, who was willing to 
go more than half way to inculcate in the 
boys' minds, the truths he was teaching. 

The lesson happened to be one in as- 
tronomy, the statement, that old one 
which used to make all of us wonder, 
that if we could shut out the light of the 
sun during the day we could see the 
stars and moon. We do not wonder that 
the boys were doubters — we were too. 

Said the teacher to one of them, 
''John, I know it is hard for you to be- 
lieve this statement, so we will make a 
practical test of it. Come out to the old 
well and let me lower you on the bucket. 
Then, when you reach the level of the 
water where all of the light is screened 
from your eyes and you look up out of 
the well, you will find that the stars can 
be clearly seen." 



Anxiuuti to put the teacher to the test, 
out they all went to the well. John ^ot 
on the bucket and was lowered to the 
surface of the water. 

''Now John, look up,'' called the 
teacher. ''Do you see any stars?" 

"No," came back the defiant reply, 
" I can't see anything. " 

"Are you sure?" urged the teacher, 
and the call came back, 

"No, I cannot see a thing but light." 

But the teacher was not to be discred- 
ited by the one test. John was hauled 
to the top of the well, and Russell Con- 
well was the anxious subject for the next 

"Before I stepped on the bucket," 
said he, "I had already- determined not 
to see the stars, even if they were there, for 
it would have been traitorous to the esprit 
de corps of the school for me to see them 
after my classmate had been unable to. 
So when the teacher carefully lowered me 
to the top of the water, and repeated the 
question which he had asked John, I 
looked down into the water and called 
up defiantly. 

" 'No, I cannot see any stars either.' 

" 'Are you looking up?' called the 
master to me. 

" 'Yes, I'm looking' I replied, 'but I 
can't see any stars whatsoever.' 

"Of a sudden the bucket seemed to give 
way beneath me, and I was plunged into 
the icy depths of the water. Blubbering 
and splashing I came to the top, eyes 
looking straight up the shaft, and hands 
grasping the rope tenaciously. 

" 'Well, Russell, can you see the stars 
now?' called down the master. 

"There they were, the tiny specks of 
light in the dark blue azure above, and I 
'fessed up." 


Clear as Daylight 

On a single track line in the south a 
negro porter had been running on the 
same train for many 3'ears and calling 
the stations in the single day coach. 

His enunciation was not particularly 
good, and as he walked into his day 
coach one day recently and called out: 
"The only stop in Wah-wah-wah-wah," 

a little old lady got up from ht-r seat 

and said: 

"What is the name of this station?" 
"Aladam," he replied with evident 

disgust, "Yuh hyadh me!" 

Working for the Movies 

Down in one of the southern counties of 
Maryland the other day they hanged a 
white man, — or rather started to hang 

Now it was very unusual to hang a 
white man in this particular county; for 
ninety per cent, of the population is 

As hangings are public in that region 
and as this particular one was a white 
man, a big crowd turned out. 

The prisoner had been led out of the 
jail, stood up on the trap, his hands tied, 
he had said his last word, had made peace 
with his Maker, the black cap had been 
put on, the noose adjusted and the trap 
was ready to be sprung, when some one 
yelled: "Fire!" 

A fire, it seems, is more unusual than a 
hanging in that county and all put off for 
the blaze, a big tobacco barn a mile down 
the road, and left the prisoner standing 
on the trap unattended. 

An aged, belated negro came shuffling 
along past the scaffold on his way to the 
fire, looked up, saw the man about to be 
executed was alone and observed from 
his hand, which remained exposed, that 
he was white. 

"Saj'," said the old negro, ''what you 
all doin' up there, white malm?" 

"I'm workin' for a movin' picture 
show," came the reply from under the 
black cap. 

"What's you all gettin'," asked the 
negro. "Oh, twenty-five dollars a day," 
said the white man. 

"Law, law," exclaimed the old negro, 
"it beats all the wa\'s you white folks do 
study up to make money, — you all don't 
want no help does you?" 

"Yes," said the white man, "you 
might stand here a while so I can get my 

The negro consented, climbed up on 
the scaffold, untied the white man. who 




in turn tied up the negro, adjusted the 
noose, put the black cap over the negro's 
head and then proceeded to ''beat it." 

After the fire was out the sheriff and 
the crowd returned to the scaffold — they 
found the supposed prisoner still stand- 
ing there waiting to be hanged. 

The sheriff sprang the trap ! 

But the 
rope broke 
and negro, 
noose, black 
cap and all 
came tum- 
bling down 
on the 
ground. As 
he got up 
on his feet 
he clutch- 
ed off the 
black cap, 
around at 
the crowd 
and yelled : 

''Say, white folks, look out what you all is 
doin', you gwine to hurt somebody yet 
with this heah movin' picture business!" 
— CottrelVs Magazine. 

Brotherhood and Safety First 

Back of the "Safety First" movement 
* * * * is a new sense of 

the brotherhood of man. 

The "brotherhood of man" is an eter- 
nal thing; just as the attraction of gravi- 
tation is. Newton "discovered" the 
latter, but it had been pulling away at 
the worlds for a million years. So the 
brotherhood of man is as old as the race. 
The phrase is simply a way of expressing 
the fact that, after all, there is only one 
family in this world and that we all be- 
long to it. 

The peculiarity of family life is that 
what honors or benefits one member of 
the family honors or benefits all and what 
disgraces or hurts one member disgraces 
or hurts all. For brotherhood is a thing 
you cannot get away from. Brothers 
are not elected or chosen; they are born 
to you, thrust upon you. 

The most cruel and selfish man who 
ever lived is just as much brother to 
every other man as is the one who spends 
his life in service and wears himself out 
for others. Brotherhood has nothing to 
do with character; it has merely to do 
Avith birth. And so there are in the great 
universal- brotherhood all kinds of broth- 
ers, good 
and bad; 
but all are 
just the 
same. Now 
the "Safety 
First " 
began as an 
of the hu- 
m a n e i n- 
stinct. The 
kiUing of 
people on railroads and in factories en- 
gaged the attention of men who desired 
to make work safer. 

The first thing necessary was to get at 
the causes of accident ; diagnosis has to go 
before treatment. The study of the his- 
tory showed that about one out of three 
— or such a matter — could be prevented 
by changes in tools, machinery and pro- 
cesses. The other two were due to the 
tendency of human beings to take risks. 
Carpenters, machinists and engineers 
could set to work on a plant and make 
changes to eliminate thirty per cent, of the 
injuries, but the other seventy per cent, 
could only be eliminated by the active co- 
operation of the men themselves. And 
so the employers and employes came to- 
gether and sat down to talk the matter 

Here was a subject on which no differ- 
ences or jealousies were possible. The 
interest of both parties was one and the 
same. And so there has begun on the 
railroads and in the factories where the 
"Safety First" movement has gained 
most strength the growth of a new spirit 
of cooperation. There is a new under- 
standing between crews and captains. 



Now all this is having effects far beyond 
any that were in the minds of the origi- 
nators of the moveniont. Misunder- 
standings as to wages and contracts are 
becoming fewer. The co()i)erati()n of men 
and managers to effect new economies and 
develop ncnv methods is most marked 
where the ''Safety First" movement is 
helping to prepare their way. The "family 
feeling" is abroad in a certain part of 
the industrial world. And its motto is 

"Safety First." 


Now accidents will continue to hapi)en 
so long as men are men, but if they can be 
reduced seventy-five per cent., seventy- 
five per cent, of one of the crying evils of 
industrial life will be dried up at a stroke. 

There is no limit to the power of the 
fact of human brotherhood just as soon 
as 5"ou begin to recognize and work with 
it instead of ignoring it and practically 
denying its existence. — St. Louis Republic. 


Some Old Passes 

A number of annual passes, covering a 
period of over forty years, were found 
among the effects of the late L. D. Tuthill, 
an old em- 
p 1 o y e of 
the Union 
R ai 1 r o a d 
who died 
Of the 
passes se- 
lected for 
tion in the 
two were 
signed by 
John King, 
Jr., Presi- 
dent, Bal- 
timore and Ohio Railroad and ^larietta 
and Cincinnati Railroad, to cover the 
year 1874. The other ])ass bears the 


the date 1871 and was signed l)y 1). M. 
Lovus, President, Cincinnati, Hamilton 
and Dayton Railway. 

Bred-in-the-bone Loyalty 

"Yes," said a trainmaster to the writer 
recently, "I am a dyed-in-the-wool Balti- 
more & Ohio man. My father has been an 
engineer for over forty years and I have 
been in the service for a little over twenty, 
and I am not past middle age yet.". 

He had b(»en showing me his hours of 
service record for the i)receding month and 
it was a mighty good one. It was then 
after midnight and he was waiting until 
he was quite sure that a special movement 
had got a good start over his division. 

"Yes, I have perfect confidence in my 
assistants," he replied to my question, 
"but when the su])erintendent is away 
I am much happier here with my work 
than if I were home." 

"It may sound to you like a foolish 
statement," he continued, "and of course 
I don't think it could happen, but if I 
should be ^fired' tomorrow witliout cause, 
the Company would never hear me i^eep. 
It has trained me, it has given me my 

bread and 
without a 
break ever 
since I 
entered the 
service; it 
has ad- 
vanced me 
steadily to 
my present 
good posi- 
tion, and 
no matter 
what it 
does for me 
in t h (' 
future, I 
can never 
a booster for the 
Of coursi\. I hope 

be anything but 
Baltimore ct Ohio 
to live mv life out in it 


If a man is wrong, don't throw him- -show him. Don't 
roast — reason!— /^(//////?orc' TroUnj Xcws. 



The Only Way 

In England the war has brought to 
poverty a large number of persons who 
were formerly well to do. Their tragedy 
is the result of a calamity that no one 
could foresee. No parent .can be certain 
that his children may not some day come 
to poverty. There is no guarantee 
against it. The best insurance is to teach 
them to work. Probably the best asset 
any youth can have is the ability to culti- 
vate the soil. That is the most permanent 
and universal of trades. — Collier^s. 

The Service That Counts 

I was seated opposite a gentleman in 
the smoking compartment of a chair car 
the other morning, said a Company em- 
ploye to the writer; we were on No. 526 
bound for Philadelphia. 

''He was a part owner and an official 
in one of the largest cement factories in 
the south, a man of unusual intelligence 
and graciousness. Although he goes to 
New York very frequently he was 
travelling on the Baltimore & Ohio for 
the first time in a number of years, the 
reason being, as he explained to me, that 
a delay to his train in reaching Washing- 
ton had caused him to miss his connection 
on the road on which he was accustomed 
to travel. So he took our line. 

''His destination was Bethlehem, Penn- 
sylvania, and he was to leave our train 

at Wayne Junction. Just before we got 
to Philadelphia the Pullman conductor 
came in and said to him : 

"'You will have about twenty-five 
minutes to wait for your connection at 
Wayne Junction, and as the train you 
will catch for Bethlehem does not carry 
a diner, you may want to get some 
lunch in the station restaurant.' 

"My acquaintance from the south 
thanked him and after he had left the 
room turned to me and said: 

" 'That is the kind of service that counts.^ 

"Don't you think," continued my 
informant "that that man will use the 
Baltimore & Ohio hereafter more than 
he has before? I was interested enough 
to find out the name of the Pullman con- 
ductor. It is A. C. Carr." 

An Unusual Courtesy 

It has been the experience of most of 
us that some passenger conductors treat 
"deadheads" with only the courtesy 
called for by the book of rules, some- 
times with even less. The other day 
the writer had occasion to travel from 
Philadelphia to a point nearby. The 
veteran conductor took his pass, saw that 
it was properly signed, detached the 
going coupon, handed the return coupon 
back and with a smile said, 

"Thank you." 

And it was not a sarcastic smile and 
a sarcastic "Thank vou," either. 

How the Operation of One Terminal 

Was Improved 

Continued Serious Congestion Overcome by Change 

in Organization, Better Methods and 

Improved Discipline 

ByG. D. Brooke 

Superintendent Ohio Division 

Courtesy Railway Age Gazette ' 


HI'] enornious jrrowth of our cities 
(luring the past half century has 
out-stripped the development of 
railway facilities within their ever 
wid(»ning limits. Property adjacent to the 
tracks has been in great demand for indus- 
trial sites, and has so increased in value 
as to render its use for railway purposes 
generally impracticable under present 
financial conditions. Moreover, even 
when suitable property is available, 
terminal improvements are extremely 
expensive and it is a difficult matter to 
justify their cost as an investment. 
Therefore, for the immediate future at 
least, the increased demands on terminal 
facilities will have to be met by more 
efficient operation of the existing plant. 
Fifty years ago a railway extended its 
line to a certain middle-west city and 
established a terminal in the center of 
its connnercial district. This terminal 
consisted of a small yard, a freight house 
and team tracks and an engine house 
and machine shop. These facilities, with 
a passenger station reached by a spur 
from the main line, were ample for the 
business then offered and aj:)parently 
would be for a long time. With the 
advent of the I'ailway, however, the city 
began a new industrial development, 
and the yard and narrow right of wa>' 

forming the ai)pr()ach to it were walled 
in by warehouses, factories and industrial 
plants. To accommodate its facilities 
to the increasing business, the railway 
secured a site for another and somewhat 
larger yard on the outskirts of the city, 
where the topographic conditions were 
favorable. This in turn was surrounded 
l)y the expanding industrial district and 
a third yard further out and eciual in 
capacity to the other two, was built on 
suitable ground and reached by a three- 
mile spur. 

The absorption of another road and 
the construction of a connecting belt line 
established a through route, and, in- 
cidentally, added two other yards on the 
opposite side of the city. Five other 
railways have entered the city, and it 
is now one of the important gateways. 
The interchange, both of through l)usi- 
ness and of local cars for delivery within 
the switching district, is very heavy. 

M(\inwhile the industrial development 
has contimied. Along the main tracks, 
industries have been established and 
provided with side tracks, many of which 
are inadequate for the requirements of 
the plants they serve. On the belt line 
a blast furnace and two steel mills have 
been established, also several fertiziler 
factories, brick vards and a number of 



smaller industries. In the early days a 
track was laid along an important street 
of the wholesale section for a distance of 
two miles, and a freight house and 
teaming yard established to serve an 
important district. A number of spurs 
lead off this track into warehouses and 
factories. There are altogether four 
freight houses and seven teaming yards 
in the city besides a fruit and produce 
shed and a team yard recently constructed 
to develop the wholesale fruit and 
produce traffic. 

Twenty years ago the passenger ter- 
minal was rebuilt to accommodate the 
business of the home road, and to take 
in that of three foreign lines. It has been 
crowded for a number of years, and 
being of the stub-end type, the approach, 
is badly congested during certain periods 
of the day. 

Early in the last decade the main lines 
were double-tracked and equipped with 
automatic signals, and the junctions of 
the branch lines and of several foreign 
roads interlocked. Three crossings of 
foreign lines, however, near the throats 
of yards are operated by crossing watch- 
men with two-position crossing signals. 
A number of street crossings at grade have 
been eliminated, but a great many 
remain which are protected by watchmen 
and gates, and speed restrictions are 
numerous. The heavy increase in busi- 
ness which required these improvements 
made necessary also the remodeling and 
enlarging of two of the yards, one on 
either side of the city, where engine 
terminals were provided and which 
constitute the road terminals of the two 
adjoining divisions. 

This terminal presents the most intense 
problem in operation of the entire system 
of 5,000 miles. Here is found the com- 
bination of a dense road movement, 
heavy classification work and industrial 
switching in congested districts. The 
only successful solution of such a problem 
is organization. 

During the latter part of 1912 the 
terminal became congested; the heavy 
business taxed the facilities and the 
movement of through traffic became very 
slow; road trains were held out of the 
yards; there was a serious accumulation 

of bad order cars; delays to passenger 
trains and scheduled freights were fre- 
quent, and shippers complained bitterly 
of delays to cars and of poor switching 
service. These conditions were aggravated 
by similar congestion in the terminals 
of other roads entering the city. The 
situation was serious and the need of a 
strong directing head was apparent. 
The position of superintendent of ter- 
minals was created and filled by a man 
from the terminals of a foreign road in a 
distant city. 

The new superintendent of terminals 
was an organizer. Prior to his appoint- 
ment the terminal was operated by two 
general yardmasters reporting to the 
trainmaster of the division having juris- 
diction over the terminal. Two weeks 
were spent in studying the facilities and 
the organization, and in becoming familiar 
with the movements to connections, the 
requirements of through business, and 
in a general way of the industries. Then 
was begun a series of changes in methods 
— and in a few instances, in men — which 
finally evolved the form of organization 
shown on the following page. 

When any stranger enters an organiza- 
tion in a prominent capacity he is met 
with an instinctive undercurrent of mild 
antagonism. The organization braces 
itself to try the mettle of the newcomer. 
His every move is scrutinized to deter- 
mine if the ''old man" knows the game, 
and what his policy will be towards the 
older members of the organization. The 
new superintendent of terminals realized 
this, and knowing the value of esprit de 
corps, called a staff meeting of the 
yardmasters, engine and car foremen, 
agents and clerks. His observation had 
convinced him that the personnel of the 
organization was generally good, and 
that the quickest results could be obtained 
from the material at hand. He, there- 
fore, opened the meeting with a state- 
ment of reassurance, expressing confi- 
dence in the loyalty of each member of the 
staff and in their ability to contribute 
towards producing those results which 
were so obviously desirable. He then 
outlined his plan of compaign and ex- 
plained briefly the reasons for each 
successive step to be undertaken. He 


emphasized the absolute necessity of 
each member of the staff supporting this 
plan in every detail, althoujih he might 
hold an honest difference of opinion as to 
the method best suited to the case. In 
this way all latent prejudice and possible 
opposition were eliminated and a proper 
mental attitude towards the work in 
hand inculcated. Similar meetings were 
held frequently thereafter and were 
conducted so as to elicit free discussion 
of each subject considered, to reach 
defmite conclusions when there were 
differences of opinion, and to decide on a 
plan of action in every case. These plans 
were later issued in the form of written 
instructions to all interested parties to 
avoid all possibility of misunderstandings 
as to details. Besides accomplishing the 
immediate purpose in view, these meetings 

The first active undertaking was to 
reduce the number of cars in the working 
yards in the terminal. A comprehensive 
check indicated that in order to switch 
economically, a reduction of fort}' per 
cent, in the number of cars in the yard 
was necessary. Authority was ol)taine(l 
to destroy 200 bad order cars of old type 
and light capacity; a like number of 
empties were sent to the heavy repair 
shop at the terminal of another division; 
it was arranged to increase the switching 
at the yards at the ends of the engine 
districts on each side of the terminal, 
and to make up the trains so that through 
business would not be delayed in the 
terminal yards, back haul would be 
avoided on business for connections and 
local delivery, and cars for each district 
of the terminal moved promptly from the 

Super/nfvndent of Terminals 

Asiisfani- Masfer Mechanic 

Oeneral Shop 









1 Hostlers. 

Boiler mak- 
1 ers. Etc 

Form of Yard Organization at One Important Tei 


proved of great educational value, par- 
ticularly to the less experienced yard- 
masters and clerks, and were very 
effective in promoting a feeling of joint 
responsibility and cooperation between 
the various departments or branches of 
the service. 

The method of procedure consisted in 
selecting in succession the features of 
operation in the order of their import- 
ance; in studying each one thoroughh- 
and broadly, having in mind its bearing 
on all the other problems: in determining 
on a definite course of action and putting 
it into effect, and in specializing on it 
until it became self-effective, or, as it 
were, automatic. Thereafter it required 
only periodic checking and such varia- 
tions as might be required to meet 
changing conditions. 

yard where received; and by a campaign 
with the shippers an accumulation of 
unconsigned loads was gradually reduced 
and more prompt loading and unloading 
secured. Some additional road power 
was placed in service on the adjacent 
divisions, and it was arranged to store 
empty box cars held to protect loading 
in some unused sidings outside the 
terminal. These measures produced the 
anticipated results, and in three weeks 
the number of cars was materially 

The next step was to establish a 
central car record office. The car record 
clerks from the ofTices of the general 
yardmasters were transferred to the 
office of the superintendent of terminals 
and placed under the car distributer. 
Conductors' wheel reports of trains into 



and out of the terminals and the switch 
lists of yard foremen doing transfer, 
industrial, team track and freight house 
work reached this office promptly. This 
enabled the index work to be kept up to 
date and made an accurate .location of all 
cars entering, leaving or moving within 
the terminal available at all times within 
reasonable limits. A daily report of the 
movable cars within the terminal from 
actual check of all tracks was determined 
upon. Some duplicate checking was 
eliminated by assigning the checking of 
working yard tracks, interchange tracks 
and certain industrial tracks in the 
immediate vicinity of the yards to the 
yard clerks and the freight house and 
team tracks and usually the industrial 
tracks to freight clerks reporting to the 
several agents. These checks were com- 
pleted by 7.30 a. m., and each yard and 
district reported to the car distributer 
by telephone. By the use of a special 
form the report for the entire terminal 
was quickly compiled and contained 
comprehensive information as to the 
location and character of movable loads, 
and the number and class of empty cars 
available for loading or movement. 
This report showed the situation in the 
terminal at a glance, and made it practi- 
cable to take steps to relieve promptly 
any tendencies towards local congestion, 
and to anticipate the needs of road power 
for the ensuing twenty-four hours. It 
also enabled the car distributer to 
dispose of the available empty equipment 
to the best advantage. 

The movements between the several 
yards in the terminals, to foreign line 
interchange tracks and to certain of the 
outlying industrial districts required the 
use of a number of engines in drag or 
transfer service. These engines were 
being operated without any definite 
schedules or predetermined plan. When- 
ever a cut of carfe was ready to move from 
any yard, the yardmaster would assign 
the first transfer engine available to 
handle it to its destination; if any cars 
were ready to be returned to the yard 
from which the engine started it would 
take them; frequently it returned light 
and later there would be a light movement 
in the opposite direction. A meeting of 

the terminal superintendents of the 
several lines was called for the purpose 
of fixing definite hours for receiving and 
delivering cars at interchange tracks. 
This being accomplished, a schedule was 
worked out foj' the movements of each 
engine in transfer service, due regard 
being had for passenger and other 
scheduled trains. The several yards 
were required to have the cuts made up 
for the engines at stated hours and the 
transfer engines moved promptly on 
schedule. In working out the schedule 
it became apparent that more engines 
were in this service than w^ere necessary, 
and in a short time three crews were 
taken off. 

This scheduling of the movement of 
transfer engines brought the organization 
to a stage where it was practicable to 
cope successfully with the most important 
problem of starting passenger and sched- 
uled freight trains on time, and running 
then on time within the limits of the 
terminal. The usual staff meeting was 
held to launch this campaign, the station- 
master and his assistants, as well as 
representatives of the express companies 
and the superintendents of terminals of 
the foreign lines using the passenger 
station, being in attendance. The im- 
portance of starting scheduled trains on 
time and running them on time was dwelt 
upon at length, and the value to other 
movements of accomplishing this duly 
emphasized. It was pointed out that the 
conditions were very bad, and that 
success could be achieved only by long 
xand continuous effort. Above all things 
the trains must start on time. Then 
proper respect for passenger trains must 
be instilled into signalmen, switch- 
tenders, yardmen and men in freight 
service. Delays from various sources 
were to be expected, but one by one they 
would be eliminated and the men edu- 
cated to the required standard. It was 
found advisable to appoint a yardmaster 
in charge of the coach yard and train 
shed, reporting to the stationmaster 
and having full authority over all move- 
ments of passenger equipment into the 
station. The handling of express trans- 
ferred from connections on close time was 
a serious difficulty, but was finally over- 



come by increasing the force and quicken- 
ing the work. A yard foreman had to be 
dismissed before the practice of j'ard 
engines occii{)ying main tracks and stop- 
ping passenger trains was broken up. 
In six weeks a decided improvement could 
be observed, and after six months of 
persistent endeavor the trains were 
moving with marked reguhirity, and the 
beneficial effect on the entire terminal 
was ol)vious. 

The scheduling of the transfer engines 
and the efforts to run scheduled trains on 
time developed a weakness in Xhv method 
of handling train movements within the 
terminal. Movements of yard engines 
and extra freights were handled prin- 
cipally by the signahnen and switch- 
tenders by telephone communication 
with adjacent offices and the yards. 
This resulted in frequent interference of 
movements; often with heavy debit's. 
To systematize the handling of trains a 
three-trick dispatcher's office was in- 
augurated at the terminal headquarters. 
A telephone dispatching circuit was 
provided with connections at all inter- 
change and heavy industrial points; 
telephone connection with all the yard 
and freight offices was also available by 
commercial service with a private ex- 
change. This central control of all 
movements proved of great value. Yard 
engines could be given advantage of 
delays to passenger trains in making 
main track movements and still be kept 
out of the way of these trains; j^ard- 
masters could locate quickl}^ anj' transfer 
or industrial switch engine with which 
they desired to communicate; all working 
at cross-purposes and misunderstandings 
were avoided and the movements made 
to the best advantage, having in view 
the general situation instead of the local 
one as formerly. 

The switching of freight houses and 
team tracks was done by engines from 
the 3'ards to which they were most con- 
veniently located, and the general method 
was good. Definite work had been 
assigned to each engine to be done on an 
approximate schedule. The cars for 
placing were switched in order in one 
cut by the crews in the working yard; 
these were moved to the freight house and 

team yard by the engine assigned to that 
work and spotted after the outbound 
cars had been moved. The switching 
of merchandise and (piick-dispatch cars 
re(iuircd j)articular attention. 

At a certain freight house the recei|)t 
of freight stopped at 5 p. m. ; at 5.45 p. m. 
the cars were sealed and the night engine 
was standing on the lead ready to move 
the cars for points beyond the adjoining 
divisions. These cars were taken rapidly 
to the working 3'ard and switched into 
eight classifications, five for the east and 
three for the west. In the meantime 
another engine had pulled the team tracks 
and was soon on the scene with the quick- 
dispatch loads, which it classified in turn 
while the first engine returned to the 
freight house to resume work there, 
taking with it a cut of cars from industries 
which had been collected by a day 
engine. It assisted in completing the 
classification and in switching the cars 
into one cut, with which it proceeded in 
turn to the east and west road terminal 
yards where the quick-dispatch trains 
were being made up for movement at 
10 p. m. 

The reverse of this procedure occurred 
the following morning, when the Q. D. 
run from New York arrived in two 
sections between 5.30 and 6.00 a. m., in 
order to have all the cars placed and 
read}' for delivery when the freight house 

Success in handling the industrial 
switching was attained by determining 
just what service each plant was properly 
entitled to, and then planning the work 
of the engines so that this service could 
be performed with regularity. The smal- 
ler industries having a siding capacity of 
only a few cars presented no difficulties; 
a switch about the same hour each day 
was the rule, l)ut it was thoroughly 
understood that no car should remain 
in the terminal longer than thirty-six 
hours before being placed. 

The switching service at some of the 
larger industries had been the source of 
much adverse criticism and annoyance 
for months. The method in such cases 
was to make a call, by appointment, on 
the manager of the plant and discuss 
fully the requirements of the industry 



and the practicability of giving the 
service desired. In a few instances it 
was readily shown that the siding 
capacity was inadequate and steps were 
taken to remedy this. A frank and 
thorough discussion of all questions 
involved always resulted finally in an 
understanding being reached as to the 
service to be performed, and in a short 
time a spirit of cooperation on the part 
of shippers was apparent. The character 
of the service having been determined 
upon in any given case, the work was 
assigned to a certain engine and followed 
for a few days by a yardmaster to insure 
the start being made right. Afterward 
the work was checked periodically by 
observation and by inquiry of the 
manager of the plant, who was encour- 
aged to report any poor service to the 
superintendents of terminals, and not 
to the traffic or general operating officers, 
as had been done formerly. By this 
means practically all complaints were 
remedied or adjusted locally, with much 
less delay and far greater satisfaction to 
all interested. 

The proper movement and use of cars 
so as to provide empties for all loading 
offered required systematic and per- 
sistent checking. The agents were im- 
pressed with the importance of interesting 
shippers to load and unload cars prompt- 
ly, and to place orders only for their 
actual needs. They were required to 
keep all demurrage records in such good 
shape that bills could be substantiated 
beyond question. Empty cars on in- 
dustrial tracks not required for immediate 
use were moved out daily and used at 
other industries or stored in the working 
yard. The unloading of material for 
company use was systematized ; a central 
storage site was selected adjoining a 
large heavy car repair yard, and a force 
was organized to unload the material 
there. The cars were placed regularly 
by the engine switching the repair yard, 
and the empties moved as soon as un- 
loaded. The same force was used for 
transferring loads from bad order cars 
for that section of the terminal, and a 
platform was built to facilitate this work. 

While these changes in methods were 
gradually being evolved, the organization 

was being built up and strengthened. 
It was realized from the first that dis- 
cipline was lax and the entire force 
disorganized. In going through the ter- 
minal, cars were found that had been 
broken up and others that had been 
shoved off the ends of stub tracks and 
not re-railed. Side collisions were not 
infrequent in the yards, and several 
accidents causing serious damage had 
been passed without investigations. 
These were the unmistakable indications 
that the men in the ranks did not have 
the proper respect for authority, and 
were not obeying the rules, and it was 
evident that this was applicable to the 
road crews running into the terminals as 
well as to the yard men. An under- 
current of dissatisfaction, which occasion- 
ally amounted to antagonism, was ap- 
parent, and was traceable to the policy 
of tardiness and unconcern in the settle- 
ment of minor grievances and the 
tendency to narrowness in considering 
doubtful wage cases. 

A terminal trainmaster was appointed 
for the distinct purpose of promptly 
investigating all accidents and infrac- 
tions of the rules. A man experienced in 
the administration of discipline was 
selected, and after he had become some- 
what familiar with the physical condi- 
tions, he was assigned principally to 
office duty so as to be ready at all times 
during office hours to conduct investiga- 
tions, employ new men and instruct 
and examine men on the rules. In case 
of accident he was also ready to proceed 
at once to the site and make a firsthand 
investigation on the ground. Notes 
taken in such instances often proved 
invaluable in fixing the responsibility 

In all investigations, and in fact in all 
dealings with the men, a quiet, dispas- 
sionate attitude was assumed, it being 
the intent to establish the impression 
that perfect fairness would be shown, 
and that the development of the real 
facts in every case was the object sought. 
At the same time absolute firmness was 
maintained in requiring obedience to 
rules and instructions. The system of 
discipline by record was in effect and it 
was the purpose to establish the feeling 



that eveiy infraction of the rules, and 
every breach of disci})Hne, would result 
in an entry in the record of the responsible 
employe. Yardniasters and other oflicers 
were encouraged to strengthen their own 
positions as much as possiljle by eliminat- 
ing personal feeling and all display of 
temper in dealing with the men and by 
the personal assumption of authority for 
all instructions; they were afforded 
thorough su})port, ])ut cautioned against 
hasty action which might necessarily 
mean the reversal of their decision upon 
appeal to higher authority. All griev- 
ances were disposed of promptly and a 
poHcy of liberalit}' in disfcsirg of doubt- 
ful wage claims adopted; on the other 
hand it was to be clearly understood 
that the men were well paid, and that 
first class service was expected. With 
the view of reducing accidents, the 
system of efficiency tests was prosecuted 
vigorously, and emplojTS failing to 
comph^ with the rules in such tests were 
disciplined promptly. The tests were 
made as practicable as possible, and it 
was the aim to have them educational in 
character, the intended lesson being 
emphasized when the employe was 
interviewed in case of failure. 

By the discussions at the staff meetings, 
and by missionary work in the form of 
conversations with some of the better 
class of men whenever the opportunity 
was auspicious, the mental attitude of 
the entire organization was gradually 
changed from one of carelessness and 
indifference to the company's interests 
to one of cooperation and of personal 
r(\sponsibility on the part of each in- 
dividual for the success of the organiza- 
tion. The attainment of this esprit de 
corps was probably the most important 
asset developed in the new organiza- 

The changes in the methods and the 
improved discipline were productive of 
ver}^ gratifying results, the most im- 
portant of whicli was that the traffic was 
moved with promptness and regularity. 
Scarcely less noticeable was the marked 
increase in efficiency of the switching 
crews and of the entire working force, 
which enabled a reduction of twenty- 
five per cent, in the number of switch 

engines to be effected, and at tlie same 
time eliminated the working during 
meal hours by the switching crews, 
except in the case of two crews which 
were assigned to switch important pas- 
senger trains during meal hours. As the 
organization became more effective this 
efficiency was stimulated by the promo- 
tion of friendly rivalry between the 
several yards, l)v commending crews and 
individuals for extraordinarily good work, 
and by establishing high standards and 
imbuing all with the idea that it was 
confidently felt that the standards would 
be maintained. 

It was realized that the condition of 
the yard power had an important bearing 
on the efficiency of the work, and that 
there was opportunit}' for a large saving 
in the cost of fuel by the application of 
correct methods of firing and running 
engines. An assistant master mechanic 
was appointed to give closer supervision 
to the repairs to yard engines and a 
terminal road foreman to supervise the 
proper care of the locomotives whrn in 
service, and the use of fuel and engine 
supplies. The results obtained soon 
demonstrated the wisdom of providing 
this additional supervision and these 
officers proved of great value during a 
campaign on the part of the city authori- 
ties to abate the smoke nuisance. 

The number of cars damaged in 
switching gradually diminished as the 
discipline improved, and the cost of 
repairing tracks damaged by derailed 
engines and cars showed a similar 
improvement. This relieved the car 
repair and track forces to a considerable 
extent and allowed them to apply their 
time to legitimate maintenance work. 
The efficiency of these forces was in- 
creased by persistent educational methods 
similar to those applied to the other 
terminal forces but adapted to their 
particular requirements. Car inspection 
was tightened, bad order cars repaired 
more promptly and the condition of the 
air brake equipment of trains leaving 
the terminal showed much improvement. 
Track conditions were likewise bettered, 
scrap of all kinds picked up promptly', 
material properly cared for and stored 
in orderlv fashion, and vards and their 



surroundings kept free from accumula- added materially to the air of business- 
tions of dirt and rubbish. Neatness like activity which pervaded the entire 
iseemed to be the order of the day and terminal. 

New Coal Dumping Machine at Toledo 

By H. W. Brant 

Division Operator, Toledo 

HE new coal dumping machine 
at Toledo was completed and 
placed in operation April 19th 
of this year. The contractors 
began its erection on February 15th. 
Their work was practically completed 
on April 15th, a remarkable record for 
construction. Three days were spent 
in testing the machine and the first car 
of coal was dumped in the steamer 
John P. Reiss at 10.30 a. m., April 19th. 

The machine has worked perfectly 
since that time and all previous records 
for handling coal have been broken. 
The cost of the machine and improve- 
ments in connection was approximately 
$100,000.00. Part of this amount was 
spent in changing the dock, which now 
has a frontage of 913 feet and enables 
the longest boats entering this port to 
lie straight along the machine while 

(See article for full description) 



The new machine is equipped with two 
250-horsepower boilers of the Scotch 
Marine type, cairyin<j; 135 pounds steam 
pressure. The cyhntlers of the hauUij^e 
and hoist engines are twenty-two inches 
by twenty-four inches, and the pan 
engine cyhnders are fourteen inches by 
eighteen inches. The height of smoke 
stack is 120 feet, (hameter five feet two 
inches. The distance from ground to 
top of machine is ninety feet, the width is 
forty-two feet and length is sixty feet eight 
inches. The cradle hoist is eleven feet. 
The capacity of yard where cars to 
be dumped are held is 140 cars and capa- 
city of empt}' tracks where cars are 
assembled after being unloaded is ninety- 
six cars. 

The full possibilities of the machine 
have not been demonstrated yet, but 
on May 27th, 405 cars of coal were 
(knnped in twelve hours and thirty 
minutes, including two hours and thirty- 
two minutes of delays occasioned by 
shifting boats and poor running cars. 
On the basis of tune actually in opera- 
tion, the dumping was at the rate of 
thirty-two and four-tenth cars an hour. 
On short runs cars have been dumped at 
the rate of forty an hour. 

In the process of handling cars for 
unloading they are assembled in the 
loaded yard at the south of machine. 
All tracks are on a grade and cars are 
started b}- the use of car pinchers. 
They run a distance of 1500 feet, where 
they encounter a switchback that starts 
them in the reverse direction toward 
machine. In moving toward machine, 
cars pass over a track in the middle of 
which is a concrete pit. Reposing in the 
pit is the haulage car, or pig, as it is some- 
times termed, and after loaded car has 
passed. over the haulage car in the pit the 
operator at the machine throws levers 
which bring the haulage car up out of 
the pit behind the loaded fcar. The jng 
is operated by cable and shoves the 
loaded car up the incline onto the cradle, 
where it is picked up bodily, hoisted 
eleven feet and dumped in the pan, which 
has a connection leading to hold of 
vessel. The cradle can pick up a loaded 
car, hoist it in place, and turn it upside 
down over the pan in twenty seconds. 

The cradle settles })ack in place with 
the empty car, which is started down the 
incline from the cradle by the force of 
the next loaded car striking it as it 
comes up on the cradle. 

The i)ig is operated in a pit, one of the 
latest features of coal dumping machinery. 
When the pig is to be brought up out of 
the pit behind a car, the operator at the 
machine works certain levers, which 
throw rails in place and allow the pig to 
be hauled out of the pit onto the rails 
on which the loaded car is traveling. 
After the pig has shoved the car up flic 

Tiih i'i^. i'l >IiiNe; A CAR LP «i\ IM Ml'KH 

incline onto the cradle, cable is reversed 
and it starts back down the incline 
toward the pit between the rails. The 
niachiner\' that does this work at the 
same time throws in place rails that 
connect with the bottom of the pig pit. 
When the pig approaches the pit it 
takes the rails that lead down into it, 
and follows same to the other end of the 
pit, where it remains until the next car 
has passed over it on the way to the 
incline, after which it is brought up out 
of the pit to push the car up the incline. 



The picture accompanying this article three operators, one engineer, one fire- 
shows the pig moving over the pit at man, one deck boss, two car blockers, 
foot of incline leading to the cradle of two car starters, three car riders, and one 
the machine. In this picture the steamer oiler, a total of seventeen men engaged 
Philbin is being loaded. . in operating the machine. 

C. A. Arnold, doclonaster, is in direct During the season of 1914 there were 

charge of the operation of the machine, 43,426 cars of coal dumped into vessels, 

and has as his force A. R. Zink, chief and indications are that an equal amount 

engineer, James Doyle, car checker, will be handled this season. 

" Just a Railroad 


William O. Freise 
Superintendent's Office, Wheeling, W. Va. 

Down around the depot where the trains come 

I spent many happy hours, and many friends did 

You can talk about positions, such as poUtics 

and that, 
But the railroad's always been the thing to 

which I doff my hat. 
I love to hear the whistle of the engine on its 

To its final destination as it passes me each 

I love to mark the loud exhaust, and hear the 

clanging bell, 
To see the smiling engineer and on his features 

The fireman with his shovel makes a picture all 

its own, 
While the string of sturdy coaches to the picture 

addeth tone. 
The conductor in his blue coat with his shining 

buttons, too. 
Takes service as his motto as he walks the 

coaches through. 
The flagman on the rear end with lamp and flag 

in hand, 
Is ready to protect his train whene'er he gets 


My gaze is always drawn to the windows' 

gleaming pane. 
For I cannot help but look with pride upon a 

railroad train. 
My home is on a railroad — on a railroad I shall 

Its pleasures I cannot explain, its joys I can- 
not tell. 
I am happy when I'm speeding o'er the well kept 

And could make my home just in a coach and 

ride about each day. 
'Tis music when I hear the station's call before 

a stop, 
'Tis a pleasure when we start again to hear the 

trap doors drop. 
To gaze upon the passengers in expectation's 

deepest throes. 
Rushing pell-mell for their seats, pushing, 

crowdmg, trampling toes. 
I always am in sorrow when mj^ trip's about to 

For my home is on a railroad and for this I shall 

If I were Mr. Wilson (or John D. R. I might 

I could not be more contented than where I am 


Borrowing Money 

How Salaried Men Should NOT Do It 

Weils Fargo Messenger 

F^"~1EW business matters are of greater 
concern or importance to a man 
JBB than his own personal finances. 
SMBl Xo employes of large institutions, 
such transactions are usually simple. The 
periodical arrival of the pay check or 
envelope is assured. The great problem 
is to make its contents last until its 
successor arrives. Occasional or gradual 
savings are the rule. 

]\Iany a man, however, has experienced 
the worry consequent upon ''deficit 
financiering" — the business term for debt. 
To have a good and trustful friend or 
relative at the time of sickness or death 
in the family is to be fortunate indeed. 
Never is that fact more keenly ap- 
preciated than in the hour of need. 

Undoul^tedly many railroad men in a 
large city and many a one in a small 
town or a good-sized village have received 
circulars, or noticed newspaper advertise- 
ments, promising ''Liberal Confidential 
Loans" to "Salaried People" or "Regular 
Employes," and "Without Publicity." 

Oft-times more emphatic language is 
used, to wit: "Any amount of money 
loaned you for the asking"; "Come and 
get any cash advances you need"; "Xo 
scarcity of read}' money in this loan 
office"; "Our rates are the cheapest"; 
■'Courteous treatment"; "Xo embar- 
rassing inciuiry made of you, 3'our 
family, friends or employer when you 
open an account with us"; "Generous 
advances on your household furniture, 
your next month's pa}', 3'our real estate 
or your insurance policy." 

If there be a few who have not seen 
these seductive allegations, there are, on 

the other hand, thousands of workers 
who have played with this insidious 
variety of serpent. There are scores, 
too, w^ho have felt the maw of the "loan 
shark." It is general!}^ recognized that 
the "loan shark" constitutes the chief 
cause of the financial distress m which 
many salaried men are constanth' in- 


The pawnbroker is, of course, an old- 
established institution. The agony is 
soon over in his shoj). But the so-calletl 
"loan shark," who lends money on 
assignment of wages or mortgage of 
furniture, at interest from ten to twenty- 
five per cent, per month, is of compara- 
tively recent origin. Unfortunately, 
comparatively few men appreciate the 
extent to which this evil has gro\vn, or 
give it the place it deserves as the com- 
mon cause of distress and poverty. 


An Old-Established but In- 
sidious Institution 

Accurate information on the usurious 
money-lending business is hard to obtain, 
but it has been shown that in every city 
of more than 30,000 population there is 
one usurer to every 5,000 to 10,000 people, 
and one victim to every twenty dwellers 
in such cities, or one out of every five 
voters. In cities where transportation 
corporations and manufacturers employ- 
ing large numbers of men have con- 
gregated, these figures are greatly in- 

A careful estimate places the number 
of professional money-lenders in Boston 
at about 100 and the number of borrowers 
at 100,000. One company alone, operat- 
ing five offices, made 45,000 loans last 
year at an average interest charge of 
228 per cent, per annum. Atlanta, Ga., 
supports fifty-eight monej^-lenders ; Syra- 
cuse, twenty-four; Portland, Me., with 

penalties. Many cases of illness, over- 
work and improper nourishment may be 
traced to the pathetic efforts of the 
victims to appease the wolfish appetitites 
of these ' 'sharks" for prompt payment. 

There is little need here to enlarge upon 
the mental havoc wrought by worry and 




a population of only 60,000, has twelve 
usurers. New York had recently from 
200 to 300, and the amount of blood 
money wrung from victims in that city 
each year was twice as much as the total 
amount of money required to support 
the Charity Organization Society, the 
Association for Improving the Condition 
of the Poor, the United Hebrew Charities 
and Bellevue and allied hospitals. 

It is in the times of distress that the 
'loan shark" evil exacts its severest 

fear of collectors, to say nothing of the 
loss of employment that so often ensues, 
with its temptations to forgery and theft, 
and, in not a few instances, to famil}' 
desertion and suicide. 

Enough has been shown to prove that 
the loan shark is one of the insidious 
enemies of the worker. Notwithstanding 
prohibitory laws and rules, the number of 
lenders and the volume of their business 
have grown yearly — and are continuing 
to grow. There is but one reason for the 


survival of this barnacle and the misery 
which he brings — the ignorance of the 

Distress might be much lessened if 
application to loan sharks for mon(\v was 
made only in an emergency— if at all. 
But many really are victims of their own 
improvidence and extravagance. Em- 
ployes of large public service corpora- 
tions, and even cit}' and government 
employes, furnish the back})one of the 
usury business. Most of these men have 
regular pay and tluMr positions are, as a 
rule, more or less i)ermanent. Th(\v find 
themselves in a pinch and travel the 
line of the least resistance — the loan 

The habit of l)orrowing and running 
into debt is like a germ. It infects its 
victim, causing his family to suffer even 
more than himself and rendering him 
finally a veritable slave, with his entire 
earning capacity mortgaged to a loan 
shark. Frequently, too, the first visit 
to the usurj' office is the result of impera- 
tive need for ready money — to meet some 
domestic or personal emergency. The 
borrower imagines that he cannot wait — 
precaution is thrown to the winds. 
His wants are immediate and pressing. 
He must find at once the means of 
satisfying them — why heed future possi- 
bilities which he may never be called on 
to meet? 

He relies on a will o' the wisp — the 
expected return of prosi)erity and the 
hope of prompt settlement of the debt. 
And so even if the borrower knows the 
danger, under the stress of circumstances 
he takes the chance and accepts the 
conditions imposed and walks out of the 
loan office warmed by the thought of 
the much-needed funds in his jeans. 
Little does he apparently care or think 
of the documents to which the ''generous" 
money-lender has required his signature, 
and often that of his wife and one or two 

The transaction thus far seems simple 
enough to the victim. If it has been a 
household furniture loan, he has made a 
perfunctory list of his goods and sub- 
scribed to several papers, hand-written 
and printed. The innocent-looking docu- 
ments which the loan man carefullv 

places away in his safe as soon as hi> 
"client" closes the door consist of at least 
two, and maybe five or six documents. 
There is a "mortgage of personal prop- 
erty," which specifies the amount of the 
loan, l)ut avoids any reference to the 
rate of interest. Ten or twelve para- 
grai)hs, safeguarding the lender's rights, 
are found, but hardly a sentence relating 
to the equity of the borrower. There is a 
note or bond accomj)anying the mort- 
gage, with the rate of interest disguised 
by ])r()visions for weekly i)ayments. 
You will find a bill of sale and a power 
of attorney ample enough to permit the 
''shark" to sign the client's name to 
any document that he may think 

If a salary loan has been negotiate(l. 
there are still further means of extortion 
concealed in the documents. Many of 
these disregard and are opposed to^ the 
laws of the different states, but they 
serve the useful and generally adequate 
])urpose of intimidating and frightening 
the borrower, who seldom has the courage 
or means to make a contest in the 

The most vicious form of loan is the 
salar\' loan, for it ai)peals to every wage 
earner, no matter how small his earning 
capacity. It ensnares the youth just at 
the beginning of his business career and 
fastens its merciless grij) upon the man 
of famih^, because such a "loan" is so 
easy to obtain. A man, or a woman, 
either, needs only a permanent j^osition 
or a friend so situated who will endorse 
his j)ap(^rs and act as a recommendation 
or refcM-enee. 

Merely a ^'Matter of Form'' 

Merely as a "matter of form" — so the 
loan agent says — both sign a printed 
document containing apparently harm- 
less blank spaces. This is nothing more 
or less than an assignment of wages for 
an indefinite time, which includes a full 
power of attorney in favor of the money 
lender. Not only the man who bor- 
rows the money, but his accommodat- 
ing friend, is thus completely tied up. 
Practically all salarv loans draw at least 



ten per cent, per month as a rate of 
interest. This usury is concealed in 
the provision for weekly payments. 

The promise of secrecy contained in 
the advertisement and circulars is, as a 
matter of legal necessity, almost en- 
tirely false. A furniture mortgage has 
to be recorded in some public office and 
all business men watch for and are afraid 
of persons who borrow money on house- 
hold goods. An assignment of salary, 
before it can be effective, must be served 

I shall file a claim and in that way I will 
be notified by your firm how much they 

know about your agreement here 

You can use your pleasure about this 
pay or have papers filed. I will give 
you until the 17th to remit balance." 

Receipts showed that the employe 
who received this letter had paid the 
entire amount of cash which was re- 
ceived and had offered to pay interest at 
the rate of 60 per cent, per annum upon 
the same. The $5.10 demanded is over 


upon the company or person who pays 
the salary, and, in some states, must also 
be filed. As soon as the salary loan is 
made and the papers signed, the 'loan 
shark" drops all pretense of keeping his 
word as to secrecy. 

An extract from a letter to an employe 
who had been lured into securing a loan 
by the strict promise that his employer 
should never know of the transaction, 
shows how well the agreement is kept: 
''Your letter at hand and noted, and in 
reply will say that you are making 
yourself out a liar .... You can either 
pay this remaining balance of $5.10 or 

300 per cent, per annum interest. This 
same employe, after he had applied for 
the loan and had been assured of secrecy, 
found that a representative of the loan 
company had visited his employer and 
very seriously endangered his position 
by the inquiry made. 

This is but one form of the disaster 
which follows quickly upon the borrower's 
neglect to meet his weekly payments. 
A copy of the assignment is sent to his 
employer, with the threat of a personal 
visit. Such visits are made by persons, 
often women, especially hired for the 
purpose. Their errand is to create as 



much excitement in the office as possible, of employment, for the assij^nment covers 

and if not effective in causing his dis- all future jobs, no matter where the man 

charge, they often call and make a goes. A salary loan means that the 

disturbance at his home. borrower has forevc.T mortgaged his 

Nor does the trouble end with change earning capacity. 

The Office Clerks* Trials 

When our chief clerk gets cross and his blue 

eyes grow black, 
And his pencil comes dowTi on the desk with 

a whack, 
We office clerks shudder and fall into line, 
And each sits up straight as a pole without 

Our cares and our worries then come thick and 

The pencil points break and the ribbons won't 

Nothing goes right, the world's dark as sin, 
When our chief clerk gets cross and his dimples 

go in ! 

When our chief clerk gets cross, then the num- 
bers they mix, 
And box-cars and coke-racks begin playing 

Fred Gerbig's records, they never run right. 
While Ackerman's mileage is 'way out o' sight, 
Fischer gets called down for being so late, 
And Wette cannot get his work up to date, 
And the whole bunch would like — but we 

dassen't — to grin. 
When our chief clerk gets cross and his dimples 
go in ! 

When our chief clerk gets cross then every- 
thing's wrong, 

And Bortner puts figures where ciphers belong, 

Paul Faustman gets carbon all over his face. 

While West looks as if he'd been running a 

Tom Carroll gets nervous and stuck up with 

And Steinekarap is tired with nothing to do. 

Not a soul on the force knows just where to 

When our chief clerk gets cross and his dimples 
go in! 

When our chief clerk gets good — oh, great is 

our joy, 
Pop Shaw takes his hat off and feels like a boy, 
]\IcCullough starts singing, so happy is he, 
Oh, everything's lovely and grand as c;m be, 
Jim Taylor is smiling — the whole world seems 

The columns all balance; the records run right, 
And each one would like — but we dassen't — to 

When our chief clerk gets good and his dimples 

come out I 

— Selected. 

Address of Engineer A. B. Westf all, Chairman 

Wheeling Division Employes' Meeting at 

Ben wood Junction, April 12, 1915 

Engineers will find the suggestions in this article most helpful to them in 
their work, and all readers of the Magazine will be benefited by the clean-cut, 
logical and strong argument which Mr. Westfall makes on the relation of the 
employe to his work on the railroad. — Editor. 

Gentlemen — 

We have met here today in answer to 
our superintendent's bulletin ealhng us 
together to discuss the subject of fuel 
economy and the different means of 
arriving at the greatest possible economj^ 
in handling our different supphes. 

This subject is an old one and a new 
one combined. By referring to Matthew, 
25th Chapter, beginning at the fourteenth 
verse, you will find that Jesus speaks 
the following parable to the people: 

''Watch you therefore for you know 
not the day or the hour when the Son of 
Man cometh. A man was leaving to 
travel in a far country and calling his 
servants unto him, he gave them his 
goods. Unto one he gave five talents, 
unto another two, and unto another one 
talent; to each man he gave according 
to his abihty and then he took his journey. 
Then he that received the five talents 
went and traded carefully with them 
and soon gained five talents more; 
likewise, he that received two also gained 
two other talents; but he that received 
one, went and digged in the earth and 
hid his Lord's money. 

''After a long time, the lord of these 
servants came and reckoned with them. 
He that had received the five talents 
came and brought the other five talents, 
saying, 'Lord, thou deliverest unto me 
five talents, behold I have gained beside 
them five talents more.' Then he said, 


'Well done thou good and faithful serv- 
ant, thou hast been faithful over a few 
things, I will make thee ruler over many 
things; enter thou into the joy of thy 
Lord.' He that received the two talents 
came also and said, 'Lord, thou gavest 
me two talents, behold I have gained 
two talents besides them,' and his lord 
said unto him, 'Well done thou good and 
faithful servant, thou hast been faithful 
over a few things, I will make thee ruler 
over ten cities.' Then he that had 
received one talent came and said, 'Lord, 
I knew thee to be a hard master, reaping 
where you had no right, and collecting 
where you did not earn, and I was afraid 
and went and hid your money in the 
earth, so you have the money that is 
thine.' His lord answered and said unto 
him: 'Thou wicked and slothful servant. 
If thou knew I was a hard man, reaping 
where I had not sown, why did you not 
take my money to the lenders where I 
could have had interest at my return? 
Take, therefore, the talent from him and 
give it unto them that hath the other 
talents and cast the unprofitable ser- 
vant into outer darkness." 

My fellow men, it has ever been so; 
he that is careful of his employer's 
property is soon made ruler over more. 
Business has so changed in the past few 
years that the man of honesty and honor 
is always in demand and the Golden Rule 
is becoming more and more the ver}^ 




foundation upon which an honorable 
business stands. The economic prin- 
ciples surrounding the modern raih-oad 
today are of such maj2;nitude and deep 
scientific study as to be a pro])lem for us 
to work on for years to come; and, now 
as never before, we as employes of our 
Company are in duty bound to make as 
^ood reckoning of the talents entrusted 
to our care as we possibly can. 

I see here today employes from dif- 
ferent classes of the service, each a 

round a hub of honesty and economy. 
The slogan of business is not " IIow much 
money can we make," but "How can we 
serve the people best and make money 
honestly," or, in other words, "How can 
we try to add unto that with whidi we 
have been intrusted." 

We have some very interesting sub- 
jects for discussion today, and 1 do 
earnestly hope that each man here will 
take some i)art in the general discussion 
of economy as he sees it. Kemem})er, 

IX FRIENDLY llAXDS CmirO ^-^ L ... 

Locomotive engineers who ran the last train from Antwerp into Holland, being taken under the guidance of a Dutch 
officer to get a good meal. Being civiliaas they are not interned, but if thej' go back 
to Belgium the Germans will make them prisoners of war. 

unit of this Road, and upon you and youi- 
efforts hinges a certain amount of re- 
sponsibility tending to the prosperity of 
the whole. Look around yourself and 
your shop or your labors, and see if you 
can economize or conserve of the prop- 
erty in your care just as you would if it 
were your own. Times have so changed 
and the l)asi(! j)rinciples of lousiness have 
become so strong because of this change 
from the old way of haphazard methods, 
that it is a natural result to sort out the 
crooked and deceitful to make way for 
good and faithful servants. 

Today you and I face a new age. The 
great wheels of industry are turning 

we do not all look at tiiiiig> alikr and 
perhai)s what you are thinking of, if put 
into words, is just what your l)rother 
across the aisle has been waiting a long 
time to hear. 

Speaking from an engineer's point of 
view, I would say to the other engineers 
present that we are the most conspicuous 
employes on the train, and more men arc 
made or marred by following our ex- 
ample and watching our methods, than 
they are by watching any other man in 
train service. CJet your eye on all the 
details of the engine, from pilot to tank; 
watch the coal and learn to regulate the 
lubricator to the work being done by the 


engine. All engines do not oil alike, and 
if you are running an engine that is 
easy to lubricate, watch the oil just the 
same. If you can take her in at the 
end of the run with an inch of oil in the 
lubricator, do so, and you will soon learn 
to feel a silent exultation that at least 
you are helping to save a very valuable 
item, worth fifty cents per gallon. 

Two things that are of vast importance 
in the coal consumption of any engine 
are the sanders and the blower. Always 
make a study of the sanders of the 
engine you are running, and if they are 
not what they should be from your 
point of view, make a detailed report on 
your arrival as to the change- or repairs 
necessary to make them better. Report 
joints where rain gets in or where water 
from any source wets the sand. You 
know a little sand under the wheels at 
the proper time saves many a useless 
turn and that nothing is quite so aggra- 
vating as to let a little rain cause you to 
hang up or lose time. Again, all of us 
know what an aggravation it is to try 
to get an engine hot when the blower is 
blowing steam up one side of the stack 
while atmospheric pressure races down 
the other side. Look after the blower, 
see that the steam jet causes as full a 
stack as possible, and if it doesn't, report 
fully. You know that one-third of the 
coal wasted by a poor blower will get 
an engine hot in one-third the time. 
Many of us have been called to take an 
engine out that was not out of the house 
yet, not hot, the blower was one of those 
one-sided affairs, and the flues were 
settled full of soot. The hostler was 
raking and poking at the fire like a pud- 
dler and finally, after quite a delay, the 
engine had enough steam to get out of the 
house, and before you had proceeded 
twenty miles, the fireman was pulling 
clinkers out about the size of a dog. So 
boys, pay a little more attention to the 
blower. It if is a bad one, you will need it 
every trip, and if it is as nearly perfect as 
possible, you will need it a whole lot less. 

Now, gentlemen, just two more things 
about the old hog and then we will try 
to give you something more interesting. 
When you inspect your engine, always 
look at the smoke box door and have the 

fireman turn on the blower. If there is 
a leak of air any place around it, make 
a report and have it caulked up. I do 
not want to question the practices of our 
locomotive repair shops; but, gentlemen, 
there are two very faulty things being 
done to some of our locomotives as they 
go through the shops. I am speaking 
from my own experience while firing, 
and my observations as an engineer. 
One of them is the method of riveting in 
the door collar or ring. I do not think 
it is the fault of the blue print, but 
somehow this door collar gets riveted 
into the boiler in such a position on some 
of our engines that it is almost impossible 
to shovel coal all over the firebox as it 
should be, but you are compelled to place 
the shovel clear in the firebox in order to 
scatter coal in the back corners. I would 
say from an off-hand guess that the cost 
of cutting out a door collar and replacing 
would cost nearly fifty or sixty dollars, 
but I do believe there are some engines 
which if on them this were done, would, 
in a short time, save this cost in fuel. 
I have personally measured some of these 
doors and found that the distance from 
them to the inside of the furnace is about 
eighteen inches. This makes it like 
firing and trying to spread your coal 
through a barrel, one-half of which is 
horizontal and the other a dip down 
towards the grates of almost 45 degrees. 
The other thing that does not look good 
to me is this: On some of the rebuilt 
engines I find a lack of proper opening in 
the ash pan for air admission under the 
grates. Our heavy freight engines have 
from forty-eight to seventy square feet 
of grate bar area, and the openings in 
the ash pans for our gas coal should run 
seven to ten square feet, according to 
the class of engine, say one foot of ash 
pan opening to each seven square feet of 
grate area. I have been running engines 
before now with free nozzles and arches 
that, when the engine was working hard, 
when the shovel got to the furnace door 
you could almost see the draft come out 
and catch the coal and if the fireman 
shook a little too much coal into the ash 
pan, it would burn as if it was in a furnace, 
because the ash pan did not have enough 
opening to admit of anything like free 



circulation of air under the grates. This 
is particularly true of our class E-2-4 
engines, some of which have a scant 
three or four square feet. 

Now, men, just a word on the fuel 
efficiency of a locomotive and you can 
see what it means to economize on the 
fuel of an engine. As a result of a series 
of tests run on the Purdue locomotive, 
Prof. W. F. :M. Goss finds that the dis- 
position of the heat developed by })urn- 
ing coal in a locomotive firebox is, on the 
average, about as shown in the following 
table: Absorbed by steam in the boiler, 
52%; by the superheater, d%; total 
57%. Losses, in vaporizing moisture 
in the coal, 5%; discharge of carbon and 
oxygen, 1%; high temperature of the 
products of combustion, 14%; uncon- 
sumed fuel in the form of front -end 
cinders 3%; cinders or sparks passed out 
of the stack, 9%; unconsumed fuel in 
the ash, 4%; radiation, leakage of steam 
and water, etc., 7%. Total losses, 43%. 

It is probable that these losses are 
considerably les- than the losses which 
are experienced in the average locomo- 
tive in regular railway service. 

(Bulletin No. 402, U. S. Geol. Survev, 

A ver}^ high official of the mechanical 
department of the Great Western R. R. 

in England, according to a recent issue 
of Railway and Locomotive Engineering, 
once said of a steam locomotive, ''that is 
the best designed contrivance ever con- 
structed for the consumption of fuel," 
and from Prof. Goss' test, we are inclined 
to believe that it is. 

Gentlemen, we are in the midst of a 
new economic period. We, as American 
citizens, must realize that ours is the only 
great country which stands free from the 
terrible human and economic waste. 
The war which is now devastating Kuroi)e 
is the most appalling calamity the world 
has ever experienced. The need for 
financial and economic principles of 
business must needs come in its wake 
and we must be ready to take care of the 
prosperity that ultimately will come 
our way. 

From the railroad president down to 
the section hand's wife, from the general 
manager of the great department store 
down to Mrs. Jones, wife of the dry goods 
clerk, exp nses will have to be watched 
with more care than ever before. The 
need of saving is now greater and the 
value of mone}" saved now will continue 
to increase far beyond our expectations. 
Let each one present tell us of economy 
as he sees it and let us remember that 
in unity there is strength. 

The Warrior and the Peasant 

A LITTLE while ago I stood by the grave of the old Napoleon — a magnifi- 
cent tomb of gilt and gold, fit almost for a dead deity. I thought of the 
orphans and widows he had made — of the tears that had been shed for 
his glory, and of the only woman who ever loved him, pushed from his heart by 
the cold hand of ambition. And I said I would rather have been a French 
peasant and worn wooden shoes; I would rather have lived in a hut with a vine 
growing over the door and the grapes growing purple in the kisses of the autumn 
sun. I would rather have been that poor peasant with my loving wife by my 
side, knitting as the day died out of the sky — with my children upon my knees 
and their arms about me. I would rather have been that man and gone down 
to the tongueless silence of the dreamless dust than to have been that imperial 
impersonation of force and murder. — Robert G. Ingcrsoll. 





Initial Season of Baltimore and Ohio Glee 
Club an Unqualified Success 

Over a Thousand Employes Attended the First Annual 

Concert and Dance 

L' \ST October a few of the Balti- 
more emploj-es of the Baltimore^ 
and Ohio Railroad who enjoj^d 
male chorus work, got together and 
formed the Baltimore and Ohio Glee 
Club. Like most musical organizations 
it has had its times of adversity, but the 
faithful few who constituted a strong 
nucleus during those days of tribulation, 
are now being rewarded by seeing the 
club a strong and enthusiastic bodj^ of 
fifty men. 

At the outset the club w-as fortunate, 
particularly in three ways. First, it had 
the good will and wishes of the officers of 
the Company; second, it succeeded in 
getting Mr. Hobart Smock as conductor; 
and third, through the kindness of Mr. 
William H. ]Morriss, the general secretary 
of the Central Y. ]\I. C. A. of Baltimore, 
it secured the use of the splendid assembly 
room in the association building for its 

There are only a few experienced 
singers in the club, the thought back of 
the organization beirg not so much to 
attract trained voices already affiliated 
with other musical bodies as to provide a 
way whereby men with untrained voices 
can get together in a social and informal 
manner and give expression to their 
fondness for singing. So that most of 
the fellows joined just because they 
'Miked to sing." The democracy of 
song and music is literally exemplified in 
the organization, the ages of the members 

running for instance all the way from 
eighteen to over seventy. In fact. 
E. L. McCahan, w^ho has been present 
at every rehearsal except one, is the old- 
est member, a veteran Baltimore and 
Ohio emploN'e, who is still in active serv- 
ice as engine dispatcher, at the local 
Riverside Yards. Again, over twenty 
departments are represented, the mere 
naming of which not only shows that the 
club is a real social democracy, but also 
suggests the enormous ramifications of a 
railroad organization. Telegraphers, 
private secretaries, auditing clerks, air- 
brake experts, freight handlers and freight 
clerks, vocational specialists, engineers 
in the testing department, printers and 
proof-readers, railroad policemen and 
detectives, engine erectors and repairmen, 
motive power maintainers, wreck ex- 
perts, car service and record clerks, engine 
dispatchers, tool makers, students of fuel 
economy, claim clerks, grain weighers and 
publicity men, all these certainly suggest 
a cosmopolitan array of vocations, and 
one that could scarcely be duplicated by 
the employes of any business organiza- 
tion of less scope and magnitude than a 
great trunk line railroad. 

In the prospectus issued at the time 
of the organization, it was stated that the 
purpose of the club would be ''to stim- 
ulate interest in music, provide healthful 
and cultural recreation for the members 
and their friends, and to promote socia- 
bility and good fellowship." Not a 



member would fail to give his vigorous 
affirmative if asked if these ends have 
been realized. 

The club provided a large part of the 
entertainment at the annual meeting of 
the local Baltimore and Ohio Veterans' 
Association at Hazazer's Hall, in January, 
and gave the veterans and their friends 
a good deal of pleasure. 

But the great event of the season for 
the miembers of the club was the first 
annual concert and dance, which was 
held in Lehmann Hall, Baltimore, on the 
night of April 21st. 

If, perchance, you had wandered up 
Howard Street, Baltimore, that night, 
you would hardly have felt yourself in 
any other than a railroad atmosphere. 
On either side of the door as you walked 
in, there was a handsome illumination of 
the Baltimore and Ohio Safety First sign, 
elaborately painted on glass about five by 
six feet in size, and so well lit and attrac- 
tive that the gaze of many passers by, 
who knew not the good things in store for 
those inside, was drawn irresistibly to 
it. When you walked into the spacious 
lobby and proffered your tickets, they 
were taken from you by Mr. Snyder, the 
assistant stationmaster at Mt. Royal, 
and by Mr. Chew, the gateman at 
Camden, each dressed in the regulation 
Baltimore and Ohio uniform. By them 
you were directed to the cloak rooms, the 
gentlemen's presided over by a couple of 
''Jim" Parsons' ebony-hued and smiling 
helpers at Camden, also in uniform, and 
the ladies', by two uniformed maids from 
the Baltimore Y. M. C. A. Emerging from 
there, you were handed your programs by 
Messrs. Rock and Whitson, Baltimore 
and Ohio messengers in new uniforms, and 
ushered to your seats by the following 
handsome conductors who run on our 
Royal Blue line trains: Messrs. Biddeson, 
Jenkins, Owens, Reese, Shipley and 
Williams. Eight hundred yards of 
standard railroad color bunting, and 
eight hundred regulation signal flags had 
been used in profusion to decorate the 
hall, and if anything were needed to 
complete the railroad illusion, you would 
have got it by a glance at your program. 
Pinned through the top of the small 
cover was a tiny safety pin and under- 

neath it the word ''FIRST" printed in 
big letters, the obvious meaning being 
"Safety First." After that followed, 

A Trip to Songland 


Baltimore and Ohio Railroad 

Employes' Glee Club 

personally conducted by 

Mr. Hob art Smock 


The first page of the program contained 
the formal acknowledgments for the loan 
of the piano, the arrangement of the 
stage properties by C. A: Thompson, 
signal supervisor, and S. C. Tanner, mas- 
ter carpenter, both of the Baltimore 
Division, the refreshments by John 
Bopp, restauranteur at the central 
building, the decorations by F. E. John- 
son, storekeeper at Mt. Clare, and the 
program by G. R. L. Leilich, manager of 
the printery at Mt. Clare. Then fol- 
lowed the names of the singers, and a 
foreword briefly stating the objects and 
the ideals of the club. On the page 
facing the flrst number on the program 
was an "Ode to Music," dedicated to 
the club by Louis Grice, chief clerk to the 
auditor of passenger receipts, whose 
articles on the various forms of poetry 
and whose poems are well known to the 
readers of the Magazine. All the words 
of each of the eleven numbers sung by the 
club were given, so that the audience 
could follow them intelligibly; and for 
such numbers as the "Pilgrim Chorus" 
from Tannhauser, enough of a description 
of the original setting of the piece was 
given to make the nature of the song 
appeal more strongly to the auditors. 
The final number on the program was the 
"Star Spangled Banner," the words given 
in full, and above them a request was 
printed that the audience join in the 
singing of the anthem. And sing they 
did — with feeling and enthusiasm. The 
last page was devoted to the dance card. 

On railroad schedule time, the concert 
began. From behind the curtain, two 
long and two short blasts were given by a 
regulation locomotive whistle which, to 
the operating men in the hall, could mean 
but one thing, namely, that someone was 
blowing for a crossing and wanted the 


right of way. Then a crossing bell 
started to ring, and as the curtain wont 
up it disclosecl a railroad crossing as real- 
istic as you would see in j'our own city or 
town. The two gates, resplendent in a 
new coat of white and with lighted 
lanterns hanging from them, were stand- 
ing upright, and on either side of the 
stage was a regulation three ''eye" sema- 
phore, set with arms down and the red 
disk luridly indicating "stop." There 
was one of the latest type crossing 
warnings (kindly loaned by the Union 
Switch and Signal Co.) flashing red 
lights in succession, and the bell continued 
ringing as ''Happy John," whom every- 
body about Camden Station knows, 
dressed in the uniform of a gateman, 
slowly turned the handles and lowered 
the gates. While the gates were being 
lowered the semaphore blades were rising 
to the upright or proceed position and 
the lights changing to white. Then the 
members of the club came from the 
wings and massed behind the gates, 
after which the bell stopped ringing, the 
the gates were raised, the semaphores 
changed to stop position, and ^Ir. Smock, 
the director, stepped to the front of the 
stage and raised his baton for the first 

Of the concert proper, our readers can 
get a good idea from the article which 
appeared in the Three Arts Column of 
Mr. J. O. Lamden in the Evening Sun, 
the leading musical department in Balti- 
more. ;Mr. Lamden said: 

"A day or two ago I had the pleasure 
of meeting the editor of the Baltimore 
and Ohio Employes Magazine, who told 
me about the Baltimore and Ohio Glee 
Club, a phase of musical work in Balti- 
more with which I was quite unfamiliar, 
and as it seemed rather significant, I 
asked him to write me something about 
the concert that the young men gave at 
Lehmann Hall last week. I did not 
know anything about this entertainment 
until it was over and I am rather sorry, 
for it must have been very interesting, as 
there were more than 1,000 persons in 
the audience, and it passed off with the 
greatest eclat. 

"In describing the affair my informant 
writes: 'It was an experiment for more 

reasons than one. First, because in the 
whole club of fifty-four men there were 
fewer than ten trained voices; second, 
because when the club was first organized 
it was predicted that it would fail of its 
purpose to sing good nnisic and to sing 
it well, and third, because glee clubs, 
even when compo.sed of well-trained 
voices, as are the organizations annually 
sent on tour by our colleges and univer- 
sities, often find it difficult to get a 
capacity audience even in the cities in 
which they are supposed to have a good 
following. Against these handicaps 
members of the Baltimore and Ohio 
Glee Club pitted their love of song, their 
youthful enthusiasm and the fine direc- 
torship and personality of Hobart Smock. 
And in view of the fact that not a single 
unfavorable criticism of the concert has 
been heard, it does not seem egotistical 
to say that the handicaps were at least 
partially overcome. That does not mean 
that such a number as the 'Chorus of 
Pilgrims,' from Tannhauser, was sung 
with the same beautiful expression as 
would have been given it by the local 
German singing societies, or that Fini- 
culi-Finicula had the same dash and 
verve as it would have had from a chorus 
of Italians. But it does mean that as a 
whole the body of tone was good, the 
attack sharp, the words well spoken and 
that in such typical glee songs as the old 
favorite 'Cousin Jedediah,' the bo3's 
fairly outdid themselves in their precision 
of enunciation and their variety of expres- 
sion. They caught so perfectly the 
spirit of the song. 

'"In addition to the numbers already 
mentioned, the club sang 'A Jolly Good 
Song,' '0 Were My Love,' '^Mammy's 
LuUaby' (the tune being Dvorak's 'Hu- 
moresque'), 'Last Night,' 'The Lost 
Chord,' 'Old Black Joe,' 'Winter Song' 
and 'Schneider's Band.' Miss Mar- 
guerite J. Galloway sang 'Spring's 
Awakening,' by Sanderson, and Mr. 
Smock gave Mildenburg's 'Ich Liebe 
Dich,' 'Lorain Loree,' by Charles Gilbert 
Spross; ' ]\Lindalay,' by Oley Speaks, and 
'Rolling Down to Kio,' by German. 

"'Not the least enjoyable part of the 
concert,' continues the writer, 'was the 
singing of 'The Star-Spangled Banner' 



by the entire assemblage, and this phase 
of the evening's entertainment, perhaps, 
denotes as accurately as anything could 
the principal reason for the formation of 
the Glee Club, namely, to get as many 
people as possible to take more than 
a passive interest in song; So it was felt 
that the participation of every one there 
in at least one song would realize to a 
degree the purpose of the concert. 

'''I am writing this not so much in 
recognition of what has already been 

''It is a phase of musical activity in the 
community that should receive the en- 
couragement it deserves." 

Little was said in this article about 
the soloists of the evening, Miss Mar- 
guerite J. Galloway, the daughter of the 
general manager, and Mr. Smock, the 
director and leader of the club. But 
their numbers were very beautiful, in- 
deed, Miss Galloway being forced to add 
an encore to her program number, 
''Spring's Awakening," and Mr. Smock 



done as to indicate something of the 
potentialities of the Glee Club. In an 
organization having as many local em- 
ployes as the Baltimore and Ohio it 
should be easy to enlist the services of 
100 active singers, and this is the number 
that the club has set for its minimum 
membership next year.' 

"All this goes to indicate the enduring 
fascination of song. Almost everyone 
loves to sing and that a group of amateurs 
is able, in so short a time, to present such 
a serious and significant program, indi- 
cates something of the spirit with which the 
Baltimore and Ohio Glee Club is inspired. 

being recalled several times, too. After 
Miss Galloway had added her second 
number, Mr. Leigh, the president of the 
club, in behalf of his associates, presented 
her with fourteen American Beauty 

After the concert, Mr. Leigh, in an 
extemporaneous but very funny and 
appropriate address, reviewed the season, 
spoke of the pleasure that the rehearsals 
had been to the fellows in the club and 
the possibilities which the club offered for 
the creation of a fine es'prii de corps in our 
organization in Baltimore. He also ex- 
tended a cordial invitation to all the 



Baltimore and Ohio men in Baltimore to 
join the organization next year. 

The concert over at eleven o'clock and 
the accompanying picture of a few of 
those there and of the club lined up l)ack 
of the stage properties, the cry was ''on, 
on with the dance," and on it went until 
one o'clock. The music was furnished 
by an orchestra of ten pieces under the 
direction of Mr. Knight of the freight 
claim department, and as previously 
stated, the n^freshments were in charge 
of ^Ir. Bopp, another Company em- 
ploye. Even in his part of the program, 
the railroad atmosphere had been carried 
out, for the waiters were all from the 
lunch room in the central building, they 
were dressed in the regulation uniform of 
Baltimore and Ohio dining car waiters, 
and the tables were decorated in railroad 

It has been and still is the purpose of 
the Glee Club to give its services without 
pay in behalf of any worthy object. With 
this end in view, it sang at the great 
meeting held in the Hippodrome in Bal- 
timore by the associated humanitarian 
societies, at which Mr. Egan, our general 

claim agent, was chairman. It also gave 
a large part of the program at a splendid 
entertainment held under the auspices of 
the Men's Chib at the church of the 
AsccMision in Baltimore, and it expects 
very soon to go out to the Fresh Air Farm 
for children mwv I^altimorc and sing for 

The members of the chil) have been 
invited to attend the sunnncr outing of 
the Veterans' Association of l^altimorc as 
the guests of the association, and just 
now, as the Magazine* goes to press, wOrd 
comes that the* oj^erating department is 
to have a convention at Deer Park. Md., 
on June 25th and 26th, and that the club 
is to be taken to entertain the many 
officials from all over the System who will 
attend. This is a gracious tril)ute on the 
part of the officials to the work that the 
employes in the clul) have been doing, 
and if any reward were necessary for the 
efforts that have been put forth to make 
the organization worthy of the Baltimore 
and Ohio Railroad, surely the good will 
which prompted this invitation and the 
two delightful days that the members are 
anticipating at De(M* Park, will be ample. 

Ode to Music 

Dedicated to the Baltimore and Ohio Employes' Glee Club 
By Louis M. Grice 

goddess of harmonic grace, 

Our tongues to thee with praise incline; 

Let thy melodic glory shine — 

Unvei! the splendor of thy face, 

That we may sound thy themes divine, 

And thrill the raptured ear of space! 

Sweet Music, solace of the soul — 
All-glorious queen of golden song. 
Thy voice angelic floats along 
From torrid zone to icy pole. 
Vibrating, soaring, rich and strong. 
With highest heaven as thy goal! 

Safety as it Affects Freight House Operation 

By John Draper 
Agent Chicago 

A' S supporters of the great Safetj^ 
First movement, I hope each of 
you fully appreciates why we are 
here for a few minutes talk 
upon the subject. 

The Safety First movement, as you 
know, not only includes safety to person, 
but safety to the goods entrusted to our 
care. Each employe, no matter in what 
department, should interest himself in 
this worthy cause, and it is not until each 
of us turns out the work we are expected 
to perform, 100 per cent, perfect, and with 
regard, first to personal safety and next 
to the safety of the goods entrusted to 
our care for transportation to destina- 
tion, thereby conserving to the fullest 
extent the revenues of this Company, 
that we shall have attained the object 
for which this great movement was 
inaugurated. Not until we give our 
full individual support in accomplishing 
this result can we consider ourselves 
worthy supporters of this cause. 

Why was the Safety First movement 
begun? It was begun because of the 
great number of personal injuries, deaths, 
accidents, etc., which have taken place 
in the past that might, with ordinary 
care, have been prevented, and the result- 
ant suffering, sorrow and privation of 
employes and their families. It was 
because of the vast amount of money 
paid out by this Company due to such 
accidents. It was because of the great 
injury and damage done in the trans- 
portation of freight, resulting in heavy 
losses in the payment of claims on such 
freight, which this Company, upon receipt 
of, obligated itself to transport in good 
condition and in safety to destination. 


Perhaps we sometimes think we are 
not receiving a fair compensation for the 
work we perform and wonder why we 
do not receive more. Gentlemen, when 
we have attained the 100 per cent, 
efficiency mark, we may all reasonably 
expect a larger compensation for the 
work we do. Therefore, upon your 
individual and collective interest and 
support in the prevention of injuries, 
and the safe transportation of goods, 
depends largely whether or not enough 
profits may be accumulated to justify 
greater remuneration to you. 

Safety First is being impressed upon 
every emploj^e of this Company today, 
and from reports read at the various 
monthly divisional Safety meetings, very 
gratifying results are being obtained, and 
it is my earnest desire that we at Chicago 
be second to none in the interest we show 
and the results we obtain. Suppose you 
were running a small store, and one of 
your helpers was careless in his work and 
you had cautioned him to be more 
careful and he disregarded your ad- 
monitions and continued to do his work 
in the same old careless way, what would 
you do with him? You would simply 
get rid of him and employ some one 
who would handle your goods as you 
wished them handled. That would be 
fair treatment but this Company acts 
even more fairly than that. It has 
employed a number of experts to go 
among j^ou to point out to you how- 
better results may be obtained and 
so give you every assistance it can to do 
the work allotted to you with the best 
possible results and with the least 
possible danger to your person. 



We, as freight house employes, are par- 
ticularly interested in the safe trans- 
portation of property entrusted to our 
care and our actions lie chiefly in the 
handlino; of freight so that it may reacli 
its destination in perfect condition. In 
days gone by, it was sufficient for the 
ordinar}- freight house man to satisfy 
himself with the 
thought that he 
had done a day's 
work, regard l(»ss 
of the manner in 
which it w a s 
done, and it was 
partly because of 
the enormous 
losses brought 
about by this 
careless way in 
doing work that 
it was found 
necessary- to 
inaugurate the 
Safety First 
movement. If 
its mission is ful- 
filled, it will con- 
serve a great 
amount of 
money which has 
heretofore been 
wasted, and most 
certainly will 
have a great 
tendency to in- 
crease your own 
individual earn- 
ing capacity. 

I have no 
show what this 
Company pays 
out monthly on 
account of per- 
sonal injuries, 

deaths, loss and damage claims, etc., 
although these amounts, as read at the 
divisional Safety meetings, appealed to 
me as being very large — so it follows 
that if these claims be reduced, you and I. 
in consequence thereof, may reasonal)ly 
expect better conditions. 

I know that we have accomplished a 


great deal in the right direction here 
since the movement began. I sincerely 
hope that every one of you will assist 
with every fair means in your power to 
hclj) the Safety First cause, and that when 
anything is noticed by you which is not 
exactly right, you will draw the atten- 
tion of the proper ])arty to the matter so 

that it may be 
rectified before 
any loss or dam- 
age is sustained. 
Let me say to 
you that no man 
is worthy of em- 
ployment with 
this Company, 
or with an y 
other company, 
who has not the 
full interest of 
t hat company at 
heart, as far as 
he and his fellow 
employes are 
concerned. It is 
only such men 
as these who 
may reason- 
ably expect 
consideration on 
the part of this 
Comi)an3' when 
the time comes 
for a reduction 
in the force 
due to dull 
times or some 
other unforeseen 
causes. This is 
not only fair 
to both parties 
but it is in- 
evitable that 
the least valu- 
able worker 
should go first. 
I have one more word to say, and that 
is that I cannot impress upon you too 
forcibly the fact that work well done is 
doubly done, and that no matter what 
the consequence may ])e, work must be 
done in this fashion, having regard, 
first, to your personal safety and the 
safety of your fellow employes and. 


secondly, the safety of the goods en- 
trusted to the care of this Company for 
transportation to its destination. When 
we do our work with the greatest amount 
of accuracy, there is a minimum of 
difficulty experienced in its handling after 
leaving our hands and ' to that extent 
you are lending your support in the 

conservation of the Company's money, 
and, as you know, the greater the net 
profits the greater our chances for 
additional remuneration. 

Our rating now is very near the one 
hundred per cent, point, so let our motto 
be, ;The Full One Hundred Per Cent. 

The New Somerset Station 

By P. A. Jones 
Connellsville Division 

PLANS have been completed for 
erectmg a passenger station at 
Somerset, Pa., on the Somerset 
& Cambria Branch, which, while 
affording ample accommodations for 
travelers, will add to the attractiveness 
of the place. The new station will be 
thoroughly modern in design, of brick 
construction, with tapestry effect and 
a tile roof. The building will be 
seventy-five feet long and thirty feet 

The interior plan of the station calls 
for a general waiting room, in which 
passengers can purchase tickets, check 
baggage and reach the women's retiring 
room and men's smoking room. The 
building will have ample toilet facilities 
for both men and women. Spacious 
seats will be provided in the waiting room 
and a bubbling fountain will enhance the 

general attractiveness. The station will 
be heated by low-pressure steam. 

The station platform will be of vitrified 
brick with concrete curb, extending from 
Patriot Street to South Street. Between 
these streets and the station, an attrac- 
tive parking effect will be made with 
grass plots and flower beds, while in the 
rear of the station will be a driveway 
leading from Patriot Street and South 

The new station was designed by the 
Baltimore and Ohio architect, M. A. 
Long, who has prepared the plans of 
numerous attractive stations erected in 
recent years by the Company. 

The present station, which will be 
replaced by the new station, will be 
moved across the tracks and fitted up 
as a freight station, having separate 
team and house tracks. 


The New Book of Operating Rules 

By B. H. Anderson 



() OHO who reads a l^ook of Kulcs 
of the ()])eratinj2; Department, 
and wlio has had no experience 
in the compilation of such a vol- 
the amount of time, thought and 

involved in its ]:)r(*parati()n can 

hardly be ap])reciated. 

The method employed on the Baltimore 
k. Ohio is viz.: The rules already in 
effect are printed so as to occupy one- 
half (the left side) of a sheet of paper 
about legal cap size, the right half of the 
sheet being left blank, so that opposite each 
rule there may be indicated expressions 
of opinion, or a revision or rewording of 
the rule, whicli to the ]")erson writing 
\V()uld seem either to better meet the con- 
ditions or render the rule less liable to 
more than one construction, and there- 
fore understood alike by all those who 
are to be governed by it on the railroad. 

The sheets also contain additional rules 
that are considered necessary for good 
practice on most, if not all. (Uvisicms, and 
are generally taken from special rul(>s of 
the time-tables. 

A document arranged as above is sent 
to each of the ge^neral managers, gen- 
eral .superintendents and division su])er- 
intendents. The latter may have 
them considered specifically at meetings 
of the division staffs and such changes or 
suggestions are made as may be deemed 
desirable. The document is then sent to 
the general sui)erintendent, who may or 
ma}' not concur in the suggestions made, 
and may indicate certain changes therein. 
This done, the docuuK^nt is ])resent(Hl to 
the general manager- for his observation 
and suggestions, and then all of the docu- 
ments are placed in the hands of the rule 
committee, which at present is composed 
of the following: C. Selden, chairman; 
F. E. Blaser, W. H. Averell, J. E. Spur- 
rier, P. C. Allen. J. C. Hagertv. R. R. 

Tlie members of this connnittee then 
consider each dehnition or rule from all 
view ])oints that may occur to tliem. and 
sometimes make changes. 

The rule committee has before it at 
all times the Standard Code of Operating 
Rules of the American Railway Associa- 
tion, which in so far as railroad govern- 
ment is concerned, is regarded as a con- 
stitution, involving certain princii)les 
meant to emphasize the factor of Safety 
in operation, but not going into detail as 
to how these principles shall be applied 
upon the respective railroads. For ex- 
ample the Standard Code Rule 83 pro- 
vides that, 

''A train must not leave its initial sta- 
tion on am' division (or sub-division), or 
a junction, or pass from double to single 
track, until it has been ascertained 
whether all trains due, which are superior, 
or of the same class, have arrived or 

It will be noted, however, that this does 
not indicate in detail how the recjuisite 
information shall be obtained. There- 
fore, on some railroads certain })ooks are 
used for the purpose of giving the infor- 
mation; on others it is secured by means 
of certain blanks. But the princij^le in- 
volved in the Standard Code is conformed 
with in both instances. 

After the rule committee has decided 
upon what, in its opinion, the rules should 
be, the}' are again submitted to the gen- 
eral manager, and if he concurs in their 
recommendations they are placed before 
the vice-president in charge of ()])erati()n. 
When his ai)])r()val is secured the rules 
are ready to be i)rinted. 

In the ])rinting process the})roof of the 
rules is read and re-read a number of 
times by the forces in the general in- 
spector of transportation's office. It is 
finally found to he correct and the book 
is published. 



In order that the fullest consideration 
shall be given to every rule and to the 
construction liable to be placed on every 
rule, and so that the book when ready for 
issuance shall be as perfect as possible, 
a year or more often elapses between the 
beginning of the work and its completion. 

Differences of opinion between officials 
naturally give rise to a large amount of 
correspondence before a unanimity of 
opinion can be secured. 

From time to time the transportation 
committee of the American Railway As- 
sociation, owing to changed conditions or 
for some good reason, find it necessary to 
add rules to the existing code, or to change 
some of the existing rules. Where the 
railroads concur therein, this makes it 
necessary for leaflets — known as pasters, 
or general orders — to be issued to meet 
the practice suggested by that associa- 

Summer Outing of Baltimore 
Veterans' Association 

The Entertainment Committee of the 
Veteran Employes' Association, Balti- 
more Division, Baltimore & Ohio Rail- 
road Company, will hold a compli- 
mentary outing and crab feast at Miller's 
Park, Dundalk, Baltimore County, on 
July 19th, 1915, to which all members 
and their wives are to be invited. 

The catering has been placed in the 
hands of one of the members of the 
Association who has devoted his entire 
service to the Company in that line and 
the committee has the assurance that 
he will surpass all previous efforts on this 
particular occasion. 

Miller's Park is located directly on 
the Patapsco River, near Chesapeake 
Bay, and is convenient to trolley lines. 
For those who enjoy crabbing, fishing, 
boating and bathing, a more ideal spot 
cannot be found in the vicinity of 

Bowling contests will be held and 
prizes awarded to the successful con- 
testants. Dancing will also be a feature 
of the occasion. 

The Entertainment Committee is com- 
posed of the following: 

George T. MacMillen, chairman; John 
J. Bopp, August C. Hoffman, Charles G. 
Flaharty, WiUiam T. Hohnes, Sr., Wm. 
H. Shaw and J. Frank Espey. 

An invitation has been extended to the 
Baltimore & Ohio Glee Club, which 
entertained the veterans so delightfully 
at their last annual entertainment, and 
the committee will put forth every effort 
to make the occasion one long to be 
remembered in the annals of the As- 

She Thinks Our Service Quite 


ERE is a picture of Miss Irma 

Pratt, of Barton, Ohio, who was 

graduated this year from the St. 

Clairsville, Ohio, High School. 

Besides being a particularly pretty girl, 



Miss Pratt made the remarkable record 
of travehng 8,000 miles on a Baltimore 
& Ohio accommodation train between 
her home and school during the five 
years of study without once being late 

THE liAi/ri.Moin: and OIIIO iimplovks macazine 


for school. This is a rciiiarkahh' example 
of the efficiency of Ainericaii raihoad 
passenger service, and the record is made 
more wonderful by the fact tiiat the 
accommodation train which Miss Pratt 
used made connections with throug;h 
passenger trains iM^twiM'ii ('l(>vel;ni(l and 


Facts About The Fly 

T'lIE following questions and an- 
swers were prepared by the 
Indiana State Board of Health 
and have been widely copied. 

1. Where is the flv born? In manure 
and filth. 

2. Where does the flv live? In everv 
kind of filth. 

3. Is anything too filthy for the fly? 

4. (fl) Where does he go when he 
leaves the surface closet, the manure pile 
and the spittoon? Into the kitchen and 
dining room. 

(6) What does he do there? He walks 
on the bread, fruit and vegetables. He 
wipes his feet on the butter, and bathes 
in the milk. 

5. Does the fly visit the patient, sick 
with typhoid fever, consumption and 
cholera infantum? He does — he may 
call on you next. 

6. Is the fly dangerous? He is man's 
worst pest and more dangerous than 
wild beasts or rattlesnakes. 

7. What disease does tiie fly carry? 
He carries typhoid fever, consumption, 
and summer complaint. How? On his 
wings and hairy feet. What is his correct 
name? Typhoid fly. 

Swat the Fly 

8. Did he ever kill anyone? He killed 
more American soldiers in the Spanish- 
American war than did the bullets of the 

9. Where are the greatest number of 
cases of typhoid fever, consumption, and 
summer complaint? Where there are 
the most flies. 

10. Where are the most flies? Where 
there is most filth. 

11. Why should we kill the fly? Be- 
cause he mav kill us. 

18. When shall we kill the fly? Kill 
him before he gets wings — kill him when 
he is a maggot in the manure pile — kill 
him wliile he is in the egg state. — Westing- 
house Electric Xews. 


1^ ANY railroad, technical and general interest magazines come 
to the office of the Editor. He will be glad to forward these 
the same day received to employes who will read and appreciate 
them. In writing (Editor Employes Magazine, Room 300, 
Camden Station , state your position in the service and which 
of the above kinds of publication you want. First come, 
first served. 




|M^^^^^^^^v ^.. ^yc - 


B ^^ft 


^^n, .^^^^^^^ 



Robert M. Vax Saxt. Editor 
Herbert D. Stitt, Staff Artist 
George B. Luckey, Staff Photographer 

A Story With a Moral 

A" X OLD negro preacher in the south 
was unexpectedly called upon to 
perform two wedding ceremonies 
on the same day. The churches 
in which the marriages were to be sol- 
emnized were some distance apart and 
he decided to take his little girl ''Jinny" 
along for company. The first ceremon}^ 
took place without untoward incident 
until the groom, just before his hurried 
exit from the church, approached the 
parson, and, after due explanation and 
apology for the size of the gratuity, 
handed him a fift}' cent piece. The 
parson betrayed no disappointment, 
thanked him and taking "Jinny" by the 
hand, walked the intervening mile to the 
church where the second ceremonj' was 
to be performed. 

As he walked up the aisle, he passed 
the poor box, and, a sudden feeling of 
liberality coming over him, he reached in 
his pocket, pulled out the half-dollar and 
dropped it in. Then he proceeded up 
the aisle and, with becoming solemnity, 
the second ceremony took place. But in 
the confusion that followed, the bride and 
groom and, indeed, most of the wedding 
part}', hurried from the church and left 
the unrewarded parson ^nd ''Jinny" 
alone with a grizzled old deacon. Finally 
the latter came up, took the preacher's 
arm, led him down the aisle and when he 
reached the poor box stopped and said: 
"Pahson, in dis h3^ah church, it am 

customary to gib to de preacher puf- 
fohming de weddin ce'mon}- de contents 
of de po box." And he unlocked the 
box with important air and handed the 
preacher the fifty cent piece that the 
latter had dropped into it on coming 
into the church. 

Again the preacher expressed his thanks 
and walked out. And when he reached 
the outside, little "Jinny" looked up at 
him and said : 

"Fappy, if yu'd a put moh in, yu"d a 
tooken moh out." 

* :^ 5H * 5^ 

It would not be difficult to write an 
editorial on "How to ^Slake the ^Magazine 
Successful." In the w^ay that it has so 
often been done in these pages, we would 
urge our readers to send in contributions, 
to cooperate with their division corres- 
pondents, to let the editor know when 
and where the Magazine is not being 
distributed properh% etc., etc. But we 
are not going to do that. We are simply 
going to say that we are glad that the 
Company has seen fit to renew its support 
of the Magazine again and that we 
believe that a large majority of the 
emploj'es feel the same way about it. 
That we are going to do our best to make 
the Magazine helpful and interesting to 
all its readers. And, finalh', that we want 
you to read again the story about the 
parson, the moral of which for you and 
me is that — 

"The more we as individuals put into 
the Magazine, the more we will get out 
of it." 

The Man by the Side of 
the Track 


E have all seen him — usually a 
short, dark foreigner, holding a 
tool in one hand and grabbing 
at his headgear with the other 
as our train whirls by covering him with 
dust, but not too busy to flash a smile in 
return for any chance salute. He is now 
an object of great interest at weighty 
railroad conferences. Eminent engi- 
neers and superintendents are planning 
about him — how to get and hold his 


loyalty, how to scM'un* his best services. 
We hear of perinanent employment, fair 
pay with two weeks' vaeatioii, the best 
of tools, free land for s^^rden patches, 
old ties for firewood, and other privile<2;es. 
Preference is to be p:iven to the married 
man. We must win his respect and con- 
fidence })y treating; him on the principles 
of the Golden Rule. How wild all this 
must sound to any driving foreman of the 
sort that l)ullied ij;an<!;s fifteen to twenty 
years aji;o! If this keeps up we shall 
reach a condition of things in which it 
will be tolerable to be poor — Collier s. 

I'm Ready to Work 


T" HREE acquaintances of mine 
made an extremely hazardous 
canoe trip down a river which has 
its delta on the southeast coast of 
South America. As a matter of fact the 
feat had never before been accom]^lished 
by white men. When they reached the 
seaport town, one of them had a fever 
which made it imperative that he leave 
for a more temperate climate immedi- 
ately. Another had a job waiting for 
him in Buenos Aires, so that when sea 
transportation had been paid for these 
two, the other was practically stranded. 

He knew a little Spanish, the commer- 
cial language of the section, but after two 
or three days of fruitless effort to secure a 
job, found himself dead broke. 

Hunger is a mighty good incentive to 
get work, however, and I report in his own 
words how it affected him. 

"I went into the office of the editor of 
the local paper, and in my best Spanish 
told him that I was ready to work." 

" 'Who are 3-ou, and why do you come 
here and tell me that?' was the reply, 'we 
have no work for you.' 

'* 'I am ready to w^ork,' I repeated." 

'' 'But I have no work for you. Who 
sent you here and why do you come and 
take my time talking as you are?' " 

'1 sat down in a chair and said again, 
em])hatically, '1 am ready to work.' " 

"Then he swung around and looked 
me squarely in the eye. But I did 
not flinch and to his repeated inquir\' 

as to what business I had in his office and 
the suggestion that I had better get out, 
1 re]:)eat{'(l stolidly, 'I am ready to work.' 

"Whether sympathy, fear or hypnotism 
persuaded him, he was never able to ex- 
plain, but finally he said to me: 

'' 'Well, if 3'ou are so determined about 
it I guess you can work and I'll make a 
job for you.' And he did make one for 
me, to our mutual advantage.'' 

The Law of Wages 

E\'ERY em]:)l()ye pays for superin- 
tendence and inspection. Some 
pay more and some less. That is 
to say, a dollar-a-day man would 
receive two dollars a daj' were it not for 
the fact that some one has to think for him, 
look after him and supply the will that 
holds him to his task. The result is that 
he contributes to the sup]')ort of those who 
superintend him. ]\Iake no mistake a])out 
this; incompet?nce and disinclination 
require supervision, and they pay for it 
and no one else does. The less you 
require looking after, the more able you 
are to stand alone and complete your 
tasks, the greater your reward. Then, 
if you can not only do your own work, 
but direct intelligently and effectively 
the efforts of others, your reward is in 
exact ratio, and the more people you 
direct and the higher intelligence 3'ou can 
rightly lend, the more valuable is your 
life. The Law of Wages is as sure and 
exact in its working as the Law of the 
Standard of Life. You can go to the 
very top and take Edison, for instance, 
who sets a vast army at work and wins 
not only deathless fame, but a fortune 
great beyond the dreams of avarice. 
And going down the scale you can find 
men who will not work of themselves 
and no one can make them work, and 
so their lives are worth nothing, and 
they are a tax and a burden on th(^ 
community. Do your work so well 
that it will require no supervision, and 
by doing your own thinking you will 
save the expense of hiring some one to 
think for vou." — Elbert Hubbard. 

Thirty-fourth Annual Reunion of Company 


T' HE thirty-fourth annual reunion 
of Baltimore and Ohio Railroad 
employes and their families will 
be held at Harper's Ferry, W. Va., 
on Thursday, July 29, as announced by 
the committee which has the celebration 
in charge. 

Anticipating the largest gathering of 
its employes since the reunions were 
inaugurated, the railroad company will 
operate special trains from Baltimore, 
one of which will go by way of Frederick, 
and the other by way of Washington; 
also from Mt. Airy, Martinsburg and 
Piedmont, besides which special accom- 
modations will be provided on regular 

The special from Baltimore by way of 
Washington will leave at 7.30 a. m., and 
the second special by way of Frederick 
will leave 7.45 a. m. The other specials 
will leave Mt. Airy at 7.00 a. m., Pied- 
mont at 6.10 a. m. and Martinsburg at 
8.00 a. m. 

It is expected by the committee arrang- 
ing the reunion that 6,000 railroad men, 
their famihes and friends will be in 

J. W. Gardiner, chairman, and R. Cum- 
mins, vice-chairman of the celebration. 

have been assured thatMiss Jennie Smith, 
the national evangelist of the railroad 
men, will be at the reunion, as has been 
her custom each year. Miss Smith is 
known personally by Baltimore and Ohio 
employes from one end of the System to 
the other, and many of the railroad fam- 
ilies look forward to the reunion as an 
opportunity to renew their friendship 
with the little woman whose words of ad- 
vice and encouragement are cherished 

Veteran railroad men, members of the 
Baltimore and Ohio's Pioneer Corps, will 
act as a guard of honor for Miss Smith 
and occupy the platform during her ad- 
dress. An added feature will be the 
presence of many children who are named 
for the Guardian Angel of railroad 

Secretary T. E. Stacy, of the Balti- 
more and Ohio branch of the Young 
Men's Christian Association, at Balti- 
more, under the auspices of which the 
excursion is being held, will be in general 
charge. Rev. A. O. Boda, of Baltimore 
will deliver the invocation. 

An auxiliary committee of thirty ladies 
have charge of the picnic feature of the 
reunion and the decorating of the grove. 

Mother and Son 

George Swift Brengle, in Wesleyan Literary Monthly 

Sometimes in the hush of the evening hour 
When the shadows creep from the west, 
I think of the twilight songs you sang, 

And the boy you lulled to rest— 
The wee little boy with the tousled head 

That so long ago was thine. 
I wonder if sometimes you long for that boy, 

little mother of mine. 

And now he has come to man's estate, 

Grown stalwart in body, and strong, 

And you'd hardly know that he was the lad 

Whom you lulled with your slumber-song. 
The years have altered the form and the life, 

But his heart is unchanged by time. 
And still he is only thy boy as of old, 

little mother of mine. 


^i^aBClT^U^ MERJO^ K,OLyI^ 


Meritorious service record has been issued in 
favor of agent William Plenry. who discovered 
westbound phitform on fire at West Brighton. 
Mr. Henry immediately procured a bucket of 
water and put the fire out before any damage 
could be done. 


On January 5th, 1915, conductor R. L. Wilson, 
in charge of extra train 
east No. 4031, while look- 
ing over his train discov- 
ered a defective condition 
on Baltimore and Ohio 
No. 8922 1 and arranged 
to set car off. Close 
observance and prompt 
action in relieving a dan- 
gerous condition is com- 


On March 24th, 1915, S. J. Kockersperger, 
switchman, at about 11.50 p. m., discovered 
and promptly reported a defective condition on 
ladder track between "IIG" tower and Wharton 
Street. Watchfulness and prompt action pre- 
venting possibility of accident is commended. 

On the morning of May 31st, 1915, E. R. 
McGovcrn, index clerk in terminal trainmas- 
ter's office, on his way to 
work, discovered defect- 
ive condition on ladder 
track at Reed Street, 
and by his quick action, 
stopped engine with draft 
of cars from passing over 
it. A proper credit ent ry 
has been placed on his 
E. R. McCiOVKRN record for this action. 

On March Gth, 1915, Wm. R. Cage, batteryman, 
discovered a defective condition on westbouiul 
track between 58th and 
00th Streets. He went 
after trackmen to make 
repairs and also pro- 
tected movement of 
trains. His prompt ac- 
tion to remedy defective 
condition and protect 
against accident is com- 
mended, w. R. C.\GE 


On June 1st, while train Xo. 92, engine Xo. 
25SS, was passing Graysville, section foreman 
D. W^ Bout on noticed that check block was 
missing from Baltimore and Ohio X'^o. 59912 and 
that it was leaning very badly; he took his 
hand car and followed the train to Foster where 
the crew were notified, car was jacked up and 
wooden block inserted. This possibly pre- 
vented a bad derailment and commendation 
has been placed on this man's record. 


On May 21st, fireman C. H. Cotton discov- 
ered defective condition in car on train passing 
Canal Dover, Ohio, and made proper report of 


On :\lay ISth, conductor W. E. Butts dis- 
covered defective condition in track at Erhart, 
Ohio, and had proper repairs made. 

On May 22nd, conductor C. A. Seibort dis- 
covered defective condition at Tcnnants Tun- 

On May 21st, conductor G. C. Love dis- 
covered defective condition at Benton. 

On May 4th, section foreman M. Guido dis- 
covered defective condition in Lorain yard. 



On May 15th, conductor R. G. Wheatley dis- 
covered defective condition in Lorain yard. 

On May 18th, conductor J. A. Meister dis- 
covered defective condition in Lorain yard. 

On the night of May 2nd, assistant yard- 
master A. H. Gensiey discovered approach to 
train shed at Cleveland on fire, and promptly 
extinguished same. 

All of these observing and painstaking em- 
ployes have been properly commended. 


Engineer Frank O. Peck, by his zealousness 
in keeping watch for and reporting material and 
tools along right of way, has been credited 
with merit entry on his record. Frank has 
quite a list to his credit, and is still reporting 

Engineer ]M. E. Welsh, in siding at Bethesda, 
June 2nd, observed car with stuck wheel in 
passing train No. 190, immediately took his 
lantern, got signal to conductor, who applied 
air and brought train to stop. Welsh then 
called operator at Lamira by telephone and in- 
structed him to hold No. 190 as they had a 
very hot wheel, liable to burst and cause de- 

Appreciation of prompt action by Mr. Welsh 
has been expressed in letter from superintendent 
Jackson, and a merit entry made on his record. 


On May 22nd, J. A. Hummel, operator at 
Opekiska, W. Va., observed a dangerous con- 
dition on a car in train of engine No. 1627, and 
immediately notified the train crew, who 
stopped the train and made the necessary 
repairs before any damage was done. Mr. 
Hummel has been continuously'' in the service 
smce June 30th, 1911, and has been commended 
by the superintendent. 

On May 14th, engineer G. A. Miller, in charge 
of engine No. 1387, train No. 74, while passing 
train of extra engine No. 2912 on siding at 
Roberts, observed dangerous condition on 
Baltimore and Ohio No. 23G819 in that train. 
The train dispatcher was promptly notified of 
the condition of the car by telephone and the 
train was stopped at Somerset, where the car 
was switched out. Had it been permitted to 
run in this condition it would possibly have 

caused an accident and for his prompt action in 
reporting the case engineer Miller has been 
commended. Mr. Miller entered the service of 
the Company in the maintenance of way depart- 
ment Jul}' 1st, 1900; was transferred to the 
transportation department, in capacity of 
freight fireman, November 9th, 1900; and pro- 
moted to locomotive engineer February 11th, 


The following employes on the Ohio Division 
are entitled to special mention on the merit 
page of the Magazine, thej'- having been com- 
mended for meritorious service since the last 
issue of the Magazine: 

A. A. Creager, Thos. Bresnahan, J. B. Cad- 
den, F. M. Moore, W^m. Cadden, passenger 
engineers; J. F. Brooks, N. C. Kirton, Robert 
Polen, freight engineers; C. E. Garber, C. O. 
Longdon, R. H. Mather, C. W. Buese, F. L. 
Myers, W. Patton, passenger firemen; W. R. 
Brown, J. R. Ellis, Elmer E. Dickson, passenger 
conductors; J. W. Plum, L. G. Beavers, H. C. 
Crawford, A. Wagner, Jno. Irwin, passenger 
brakemen; B. F. Shearrow, F. S. Donaldson, 
freight conductors; C. A. Alexander, C. E. 
Hildebrand, freight brakemen; J. P. Britton, 
freight engineer; Jno. luler, O. S. Ray and E. F. 
Prosch, operators. 


On November 9th, while taking the Law- 
renceville yard engine to 
the tank for water, en- 
gine watchman John 
Miller and operater G. W. 
Fritchey discovered an 
unsafe condition, and 
after protecting same 
called the sectionmen to 
make repairs. They are 
to be commended for 
their good work in this 

B. F. Jones, agent, 
Edinburg, 111., is to be 
commended for a meri- 
torious act performed 
October 27th, 1914. Mr. 
Jones' close observance 
probably saved apersonal 
iniurv or loss of life. 










■ .'^ 






Agent X. A. Stanford, Xorris City. 111., is to 
be commended for noticing defect in train Xo. 
131. X'ovember Sth, and calling tiie train 
crew's attention to it. 

On Xovcmber 11th, sectionman Cal. Grimes, 
Caseyville, 111., found an unsafe condition, and 
by quick work averted an accident. Mr. 
Grimes is to be commended for good work in 
this instance. 

ConihictorC K. Hhick- 
burn on train Xo. 00, 
October Ttli, discovered 
an unsafe condition, and 
is to be commended for 
his watchfulness and 
good work in this nar- 
ticular case. 

C. E. liLACKHl UN 

Oj)crator D. A. Ilayes, Furman, 111., is to })c 
commended for noticing a dangerous defect in 
extra No. 1967's train on the morning of June 
2nd, 101.'). Mr. Hayes reported the defect m 
time to pi(>vent serious damage to the Ca.sey- 
ville interlocker. 

Conductor O. F. Gaudlitz is to l)c com- 
mended for performing a 
meritorious act on 
October 27th. M r . 
Gaudlitz p r o b a b 1 y 
averted serious damage 
to Company property. 
Incidentally he has the 
unique distinction of 
being the only conductor 
on the Illinois Division *' ^"- *■ ^^ i>'-i i >'- 
who makes his reports on a tyiiewriter. and 
he is proud of the fact. 

Are You "There" 

B. E. D. 

The man who gets the most out of Hfe is the man who gets the most out of his job. 
With few exceptions your job leads to your career, pointing to your future welfare. Why 
not cultivate the essentials of success? 

To work your job to a finish, you must like it; if you like it, you should strive to — 
Keep your mind and body clean. 
Be neat in your appearance and in your work. 
Be ambitious, don't be satisfied with the average. "Not do!ng more than the average. 

keeps the average down." 
Try to know a little more than the boss expects you to know. 

Cultivate initiative and intuition — think out the proposition before the boss docs - 
beat him to it. 
Don't let your boss go wrong. He depends on you for the "dope" - give it to him right. 
Give him more than he wants. Pleasing the boss gets his boost when old man Opportunity 
co.mes butting around. 

Be courteous — better to be a little over courteous than to run the risk of being classified 
as a grouch. 

Strive for happiness and contentment. This does not preclude ambition. If you've a 
grievance, get it out of your system; the boss is always ready to listen to a righteous kick. 


m m 

M m 

i Don'ts for Operating Men I 

m m 

M M 


Don't call a time-table a time-card. 

Don't call a proceed signal a high-ball. 

Don't call an order relative to track, etc., a bulletin order if 
issued on either the ^19" or ^^31" Form. 

Don't sa}^ main line when you mean main track. 

Don't say block when you mean signal. 

Don't say board when speaking of train order signal. 

Don't say carry signals when you mean display signals. The 
engine carries the signals; you display them. 

Don't say a check of the register when there is no register, and 
you mean a check of trains. 

Don't say positive or flat jjieet \Yh.en you mean meet. It is just 
as effective without the positive or the flat. 

Do not abbreviate station names in speaking them, but pro- 
nounce the name in full. 

Do not say full stop when you mean stop. You have not stopped 
until you have ceased to move, or the train is at rest. 

Do not use the word clear when you mean proceed. 

Do not say full control when you mean control. Control is 
defined in the Book of Rules, and the word full preceding it does 
not add anything to it. 

Do not say initial terminal or suh terminal. It is either an 
initial or terminal for the train in question. 

Do not say danger when stop answers the purpose. Danger is 
not authorized by the Standard Rules. The public hears enough 
about danger without your using the word. 

Do not use the phrase pilot crew for a crew sent out to relieve 
another under the Sixteen-Hour Law. You mislead others as to the 
meaning of a pilot. 

Do not use the word right unless a train order exists. Use the 
word superior instead. There is no such thing as "time-card rights." 

J. M. Davis, 

General Manager, Baltimore and Ohio Southwestern. 



E. R. ScoviLLE, Transportation Department, Acling Chairman. 

Advisory Committee 

A. Hunter Boyd, Law Department J. W. Coon, Operating Department 

Dr. J. F. Tearxey, Relief Department 


It was only the worried look on the usually 
benign and smiling countenance of the sub- 
stantial chief of the Bureau of Employment 
and Discipline that, during the early daj's of 
June, made his clerks suspicious and worried. 
So they investigated, and, thi'ough the informa- 
tion proffered by one of his good friends in the 
AVestern Union, the truth came to the writer. 
A telegram was sent out from Baltimore over 
the signature of the chief himself, in which it 
Avas admitted that he had become a grand])a 
on or about June 4th. And it is surmised that 
his worries were caused either because he likes 
to pose as a ''youngun" or because it's a girl 
and can hardly be named "Edward J." 

All telephoning in and between the Company's 
offices in Baltimore is now being done by num- 
ber. A convenient booklet containing the 
various department names alphabetically ar- 
ranged has been issued. It is a great time and 
trouble saver, and the expression "Baltimore 
<fe Ohio'' is fast supplanting the old "B. & ().' 
both over the telephone and in conversation. 


Correspondent, S. W. Nelson, Assistant to 
Cashier, Pier 22. 


W.M. Cornell Terminal ARcnt, Chairman 

\V. B. Biggs Agent, Pier 22, N. K. 

K. W. Evans Agent, St. George, S. I. 

J. J. Bayer Agent. 26th Street, N. R. 

J. T. GoR.MAN Agent. Pier 21, E. K. 

A. L. MicKELSE.N Agent, Pier 7. N. K. 

Albert Oswald Foreman, Pier 22, N. R. 

Michael Degnon Foreman, 2rith Street, N. R. 

\V. D. Hitter Foreman, Pier 7, X. R. 

Kinv. Salisbury Assistant Terminal .\gcnt 

John Johns Master Carpenter 

X. Johnson Clifton Shoos 

K. G. Glark Tug Captain 

Kdw. Sparks Marine Engineer 

Henry Bull Barge Captain 

XiELS Gadeberg Barge Captain 

T. A. Kavanagh. whose j)R'iure adorns the 
next i)age, parted company wiih "Phoebe 
Snow'' (D. L. & W.) in the early part of 1005 
and entered the .service of the Baltimore & Ohio 
in June, 1905, as report clerk at Old Pier 27, 
East River. 



In October, 1906, he joined forces with the 
outbound raving and billing department at 
that point — later (Aug. 1, 1907) in similar 
capacity at Pier 7 North River, still later 
(April 1, 1910) at Pier 22, North River. 

On November 1, 1910, he was appointed 
chief rate clerk at 26th Street station, having 
entire charge of outbound traffic. This ap- 
pointment came at a time when the express 
companies were on strike, the increased traffic 
involving many addioional hours of work daily. 

He was promoted to chief clerk at 26th 
Street, doing accounting work and supervision 
on December 1st, 1912, and remained in that 
position until June 1st, 1913, when chosen by 
terminal agent Wm. Cornell to succeed chief 
clerk at Pier 22 North River, the largest of 
Company freight stations in New York. In 
the latter position he successfully handled the 
payroll for the entire terminal. 

During his career with the Company he has 
been affiliaved with practically every branch 
of work in connection with transportation, and 
he has travelled over the System. 

He conceived and handled most satisfac- 
torily the first and second annual "Fellowship 

He is still a youth, as ambitious as Brutus 
said Caesar was, and still going as strong as 


Chief Clerk, Pier 22 

A reward has been offered for information 
tending to prove the identity of the party or 
parties responsible for the lack of a regular 
baseball team to represent St. George this 

Wot ^o^&t \-\xZ 


All the boys are looking forward to the 
annual outing of the Pier 22 N. R. station, 
usually held at Whitestone, L. I. The baseball 
game in particular results in a close, well 
fought (literally or otherwise) exhibition of our 
national pastima, with the representatives of 
our St. George station usually carrying away 
the honors of the occasion. 

A cordial welcome was accorded westbound 
clerk Harry Roden on his return to the service 
in his old position. 

A noticeable feature of display at the light- 
erage department office is the large American 
flag presented to agent Evans, which adorns 
a pole erected on the pier. The many admirers 
of the lighterage force have congratulated its 
members on their exhibition of patriotism, for 
surel}^ when the breezes from New York Bay 
waft the gentle folds of our "Old Glory," the 
sparks of American love of country are kindled. 


Correspondent, R. Groeling, Chief Clerk, 
Clifton, S. I. 


F. C. Syze Chairman, Assistant Superintendent 

B. F. Kei-ly Vice-Chairman, Trainmaster 

C. M. Davis Secretarj', Trainmaster's Clerk 

W. B. Redgrave Engineer Maintenance of Way 

J. S. Sheafe Master Mechanic 

A. CoNLEY Road Foreman of Engines 

F. Peterson Supervisor ol Station Service 

Dr. F. DeRevere Medical Examiner 

W. L. Dryden Signal Supervisor 

E. Alley Track Suoervisor 

J. B. Sharp Coal Agent 

J. Johns Master Carpenter 

J. A. Campbell Captain of Police 


J. A. Larkin- .Chief Train DisDr\tclior 

D. BccKLE Y Pasdengcr Ennirnvr 

X.Mat • Firoman 

M. W. McGarvet FreiRht Contluctor 

F. J. Banks • .Freight Tniinman 

John Gay Yard Condiiclnr 

M. Allen Foroman 

W. L. Atcheson Carpenter Foreman 

H. Erwood Carpenter 

yi. Mancusi Section Foreman 

H . Smith Shop Foreman 

P. Garrity Cur Inspector 

J. Trainor Car Heoairman 

K. L. Hand Freight Agent 

E. Decker Freight Agent 

E. W. Evans Terminal Agent 

William Hagcdorn, foniiorly an oinployo of 
the Company on Staten Island, but now pen- 
sioned, who has boon visit inp; relatives in Bal- 
timore, lias retm-ned to his local haunts for an 
indefinite stay. Mr. Hagedorn is one of the 
most enthusiastic of ihe veterans of the Civil 
war that we have ever had on the Island and 
has always taken a i)rominent part in th(^ patri- 
otic displays and celebrations in this vicinity. 
He is very prominent in the local G. A. R. and 
for the meetings of this organization that were 
held on our lines, Mr. Hagedorn always saw to 
it that the train service was all that it could 
be for ihe comfort of the veterans and their 
friends. While patriotic instructor of the 
G. A. R. for Staten Island. Mr. Hagedorn issued 
the following proclamation for the celebration 
of Flag Day : 

Who were on opposite sides in Pickett's charge 
at Gettysburg 

\V1;a\EK and 1 IHli.M A.N AI.IililM Klil.l.V 

"Let the rising sun of June 14th be greeted 
with the shouts of the multitude, the ringing of 
bells, and the salutation of artillery, as from 
every housetop and mast there shall be flung to 
the breeze the beautiful banner of the American 
people, the banner which signifies so much that 
has been sacrificed^yes, and the glorious 
promises that shall yet be realized. 

"Let every loyal citizen contribute his testi- 
mony by his display of the flag, showing that 
he stands for purity, honor and obedience to 
the law. 

''Let every man, woman and child pledge 
their faith in the purposes that the flag repre- 
sents and wear as a token of its honor, a modest 
bow or rosette. 

"The lesson of patriotism will not be lost in 
the recognition of this memorable day. The 
lawless will recognize the represent. at ion of 
authority, while the budding spii it of patriotism 
in youthful hearts will expand into a determi- 
nation to oppose all foes of our country. 

"Churches and Sunday schools are urged to 
hold sj)ecial exercises on June 13th. Public and 
private schools can hold their exercises on June 
14th. Let these be of a character that sliall 
inculcate reverence for all that the flag repre- 
sents. May our flag always fly untarnished by 
disloyalty and unmarred by defeat." 

The following verses called ''Our Flag." are 
also from his pen: 

Our flag high has risen, 
Symbol of right. 
I'ntarnished by treason. 
Oh sing with your might. 
Come to Port Richmond, 
The town on the hill, 
And sing to old glory. 
With good hearty will. 

Come down to Mcllenry, 

The fort on the bay. 

And sec where the heroes. 

Our forefathers lay. 

Ye sons of brave veterans. 

On this hallowed day. 

Act with decision. 

As Elsworth would sav. 



Now let the daughters 
Each do their part, 
By wearing the laurel 
On each loyal heart. 
For all of the veterans 
Left on this side, 
Will stand for their country, 
Its honor and pride. 

Let nothing occur 
That will make you forget, 
Your duty to country. 
And honor to self. 

While he was in Baltimore he attended one 
of the meetings held jointly by the veterans of 
both the Federal and the Confederate forces of 
Civil war fame, and met a Mr. W. T. Edwards, 
who fought on the side of the South in Pickett's 
charge at the battle of Gettysburg against 
Mr. Hagedorn on the Union side. The day 
following the meeting, which was replete with 
the most interesting reminiscences, they went 
together as followers of the same flag, the 
Stars and Stripes, and had the photograph 
which accompanies this article taken. A few 
days later Mr. Hagedorn was shocked by the 
news that his one-time foe and new-found 
friend had died very suddenly. So pass 
away the heroes of the dark days that cut in 
twain our land of liberty. And what a glorious 
thing it is that the wound is now healed and 
that our country is the haven for all the op- 
pressed from other lands now rent with the 
terrific scourge of war. It is to such as these, 
the immigrants that come from the do^-n- 
trodden lands across the sea, that Mr. Hage- 
dorn and others like him can spread the gospel 
of liberty, love of country, religious freedom, 
justice and democracy. May he live many 
years to teach his propaganda and by his 
example to encourage us to be more ardent 
lovers of our country and the high ideals for 
which she stands. 

Chief clerk W. J. Vidler had a ''measly" 
crowd at his house. Only five down at one trip. 
Measles have been through the families of the 
maintenance of way department, with no fatal 
results, we are glad to say. 

Frank Feist of the survey corps is conva- 
lescent after a serious illness. 

W. W. Gruber, of the survey department, has 
been transferred to the valuation department of 
the Cincinnati, Hamilton & Dayton, Cincinnati, 

D. A. Riley, of the engineering department, is 
contemplating a trip to his home, Athens, O. 

Fred Nodocker, of the freight department, 
late of the engineering department, made a trip 
to Montreal on Decoration Day. 

From cards received, it would appear that 
conductor Wm. O'Connor and wife of Totten- 
ville are having a great trip to California. 
Conductor O'Connor is noted for his long trips 
and ideal vacation spots. 

Construction foreman Maurice Allen and his 
forces are at work on the grade crossing elimi- 
nation at Pennsylvania Avenue, Rosebank. 

Transfer bridge No. 2 at St. George has been 
practically rebuilt and was put into service 
June 5th. 

A. C. ^Johnson, bridge inspector, has been 
furloughed. He has returned to his home in 
Pittsburgh, Pa. 

From present indications it appears that May 
will be a record month for coal dumping and 
lighterage freight, etc., for the New York 

All the boys in coal pier office are congratu- 
lating Frank Roehrig upon the arrival of a little 
baby girl in his family. 

We were glad to see the notice that the Em- 
ployes Magazine was to be printed again. 

George J. Brown, auditor and general 
traffic agent, of the Staten Island Lines, left on 
May 5th for a trip to the California fairs. He 
left New York via the Southern Pacific S. S. 
Line and rail from New Orleans, returning from 
San Francisco via the northern route. Mr. 
Brown took with him his wife and her mother. 

A record was made at St. George coal piers 
during the month of May, 1915, when 201,375 
tons of coal were dumped into boats at that 
point. The best previous record was made in 
October, 1914, when 200,021 tons were dumped. 

R. M. Frey, of the traffic department, and his 
wife and infant son, visited his parents in York, 
Pa., on Saturday, May 29th, and spent Decora- 
tion Day with his wife's parents. 

J. T. McGovern, chief clerk to general traffic 
agent Brown, with his sister, of the audit office, 
visited Port Jervis, N. Y., on May 22nd, where 
they visited the grave of their beloved father. 

R. N. Nash, traveling auditor, spent Decora- 
tion Day at Poughkeepsie, N. Y., and reports 
having had a very enjoyable time. 

The audit offices which has always been at 
17 State St., New York, has been moved to the 
new Crabtree building at St. George, S. I., into 
which all of the offices formerly located in the 
old Crabtree building have been moved. 

R. N. Stevens, chief clerk to the vice-presi- 
dent, has moved to his summer home at Suffern, 
N. Y., after a winter in the city. 


Correspondent, J. C. Richardson, Chief Clerk 


P. C. Allen Superintendent, Chairman 

W. T. R. HoDDiNOTT Trainmaster 

F. G. HosKiNS Division Engineer 

J. KiRKPATKicK Master Mechanic 

J. E. Sentman Road Foreman of Engines 

F. H. Lamb Division Claim Agent 


T. B. Fr.\nkun Terminal Agent 

Dr. C. \V. Pence Medical Examiner 

George Rule Freight lOnRineer 

C. C. HiLE Freight Fireman 

Shelly Larkixs Iload ( 'onductor 

Otto Pischke Yard IJrakeman 

W. B. Dacer '. Hoilermaker 

J. M. Kavan'auoh Car Kepairmjin 

K. C. AcTOX Secretary to Superintendent, .Scjcretar^' 

It was with groat pleasure that notice was 
received of the resumption of publication of the 
Emploj'cs IMagazine commencing with this 
issue. It has been missed very nuich, and 
many inquiries have been made as to the 
probable time of its reappearance. 

Many employes expressed thems'.^lvos as beinp; 
perferctly willing to subscribe for the Magazine 
rather than liave it abolished again, thus show- 
ing how much they have appreciated it. 

A number of our men attended the Master 
Mechanics' and ^Master Gar Builders' Con- 
vention at Atlantic City, N. J., among them 
P. C. Allen, superintendent; J. E. Scntman, 
road foreman of engines; J. Kirkpatrick, master 
mechanic; engineers Rush Gramm, R. Tangve, 
G. W. Coyle, George Rule and H. M. White; 
J. C. Richardson, chief clerk, and E. A. Sanfls, 
shop clerk. ,^ 

On June 1st, Douglas C. Elphinstone was ap- 
pointed captain of police. Philadelphia Divi- 
sion. Congratulations! Mr. Elphinstone was 
formerly connected with the Loss and Damage 
bureau and has many friends on the Philadel- 
phia Division who are pleased with his appoint- 

R. C. Acton, secretary to superintendent, has 
returned to his duties after several months' 
absence caused by injuries received in a fall. 

On May 9th, 1915, we established a new^ record 
for the number of cars handled on through 
trains, the number being 2,007. 

Bruce T. Bair, passenger conductor, died 
April 7th, 1915, after an illness of over a year. 
Bruce had been in the service twenty-six years, 
and was loved and respected by all his asso- 

It was interesting to note in the bulletin for 
Safety issued by this division the three items 
credited to J. R. Malone. They were as 

"Reported that 1S2 trespassers were ordered 
off the track during April, that 153 were ordorecl 
off during May, and that with the assistance 
of a section foreman, he extinguished a fire 
caused by hot-box blazing on car set off at 
siding at Havre de Grace." The fine thing 
about all these acts is that they were done at 
no expense and possibly with the saving of a 
large expense to the Company. The report of 
H. R. Carver of cleaning out one car at the 
freight house at Wilmington also comes in the 
same category. This shows good judgment, 
initiative and interest in the welfare of fellow 
employes and the Company. 


Correspondent, W. II. Schide, Superintendent's 
Office, Camden 


M. A. Cahiu, Cliairinan 

J. P. Kavanaoh 

T. E. STAry Secretary. Y. M. C. A., 

E. K. Smith Secretary, Y. M. C. A.. Brunswick 

G. H. VViNSLOw. . Secret'y. Y. M. C. A., Washington Terminal 

Relief Department 

Dr. E. H. Mathers Mi'dicul Examiner, Camden 

Dr. J. A. HoBB Medical Eiuininur, WnshinRton, D. C. 

Dr. J. F. Ward Mt-dicai Examiner, Winchester, Va. 

Claim Department 

R. B. Ba.nks Division Claim Agent, C entral Building 

Transportation Department 

S. A. Jordan Assistant Supcrintcniifnt, Brun.swick 

C. A. Mewshaw Trj.inriia.ster, Cam<len 

E. C. SniPLET Road Foreman of Engines, Riverside 

H. F. HowsER. . Road Foreman of Engines, llarrLMjnburg. \a. 
W. T. Moore Agent, Ix)cust Point 

D. M. Fisher Agent, Wiuihington, D. C. 

\V. E. Shannon Transfir Agent, Brunswick 

A. M. KiNSTENDORKF Agcnt, Camden 

C. Wedemeyer Yard Brakeman, Camden Yard 

J. L. Hawse Freight Conductor, liiversi<le 

M. EsKiNS Freight Engineer, Riverside 

R. M. Bowman Freight Fireman, Riverside 

Maintenance of Way Department 

H. M. Church Division Engineer, Camden 

B. W. Straw Supervi.sor, Mt. Airy 

C. A. Thompson Signal Supervisor. Camden Station 

J. L. Crothers Assistant Master Carpenter, .Mt. Clare 

J. Flanagan Carpenter Foreman, Mt. Clare 

J. \V. Leakin Bridge In.<poctor, Camden 

J. N. Gross Carpenter Foreman. Staunton, Va. 

C. E. Pope Track Forcmjui, Middletown, Va. 

Motive Power Department 
Line of Road 

A. K. G.\llowat Master Mechanic, Riverside 

M. E. Akers Car Foreman, Brunswick 

Wm. Battenhouse General Car Foreman, Riverside 

J. C. Davis Car Foreman, Locust Point and Bay \ iew 

S.N. Sti( KELS Piece Work Inspector, Curtis Bay 

T. M. O'Leary Car P'oreman, \Va=ihington. D. C. 

S. H. RoLLisoN Carpenter, Riverside 

R. R. Craig Airbrake Inspector, Locust Point 


Correspondent, T. E. Stacy, Secretary 

The shop meetings which opened last fall at 
Riverside Shop were well attended during the 
entire season, showing that the seemingly im- 
possible is sometimes attainable. Heretofore 
it had been considered impossible to hold such 
meetings at Kiversidc. The men seemed to 
enjoy them very much and to listen to Rev. ( ). 
A. Boda, of the Riverside Bai>tist Church, who 
spoke at all the meetings of the season, with 
rapt interest and appreciation. 

Anyone having been away from our buildijig 
for some time and making a visit today would 
hardly recognize the Riverside Y. M. C. A., for 
we have been kindly remembered by the main- 
tenance of way department. Our porches, which 
were in a sad state of dilapidation, are now re- 
paired and painted. The interior of the build- 
ing has been painted and tlie woodwork refin- 


ished, until you would think you were walking 
into a new building. The old boardwalk in 
the rear, which was falling to pieces and dan- 
gerous, has been replaced with one of cement; 
another spike in the ''Safety First" structure. 

The old open ditch in the vacant lot opposite 
our building, which has been a nuisance crying 
to heaven for abatement for the past four 
3'ears, with the aid and goodwill of Mayor 
Preston, has at last been filled. A tile drain 
has been laid, taking the water which used to 
lie in stagnant pools off into the drains into the 
river. This is an improvement that benefits 
the whole neighborhood and for which the city 
authorities cannot be too highly commended. 

Mr. Stacy, the secretary, tells us that even 
after four weeks in bed with rheumatism, most 
of the time in pain and utterly unable to help 
himself, he still finds it a cause of rejoicing 
that the many bouquets of beautiful flowers 
sent him were banked around a live and not a 
dead one. It helps to have these tokens of 
love and sympathy come to one when alive and 
able to appreciate. 


Since the last issue of the ^lagazine we have 
been through the busy winter and spring 
seasons when freight station people have 
little else to think of but work, so tnat social 
happenings have been few and far between. 

However, with the approach of the summer 
season, the desire to be "out somewhere" has 
manifested itself, and already some of the 
more ventursome ones have availed themselves 
of an occasional fine day and enjoyed short 
trips to nearby places. 

Our freight agent, D. M. Fisher and Mrs. 
Fisher, together with foreman J. T. Mathews 
and Mrs. Mathews, recently spent a Sunday at 
Richmond, Va. They chose the time of the 
Confederate reunion for their visit, when the 
city was decorated for that occasion and was 
therefore to be seen in all its beauty. The 
report that Messrs. Fisher and Mathews 
brought back regarding the splendors of Rich- 
mond and the pleasurable trip they had enjcyed, 
prompted chief clerk W. L. Whiting to plan a 
Sunday visit to the interesting and historical 
old city, w^hich he hopes to make in the near 

Chief rate clerk C. A. Ridgeley took his 
family to the famous Luray Cave on Memorial 
Day, it being the occasion of the Christian 
Endeavor Society excursion to that place. 
Mr. Ridgeley returned full of enthusiasm over 
his trip, and his description of the wonderful 
natural curiosity was very interesting. 

There have been some changes in our force 
since the beginning of the year. Collection 
clerk John J. Barnes resigned to take a posi tion 
with a rival company. We congratulate the 
other fellows, as John can give then some 

valuable pointers. Utility clerk Louis Malone 
resigned to give some other business firm the 
benefit of his ''Utility." 

Kassel Weinstein, our stenographer, has re- 
signed to take a position in the United States 
Navy Yard. The government departments 
like to get railroad men, as they find they have 
had good business training. 

One old face that has appeared in the Maga- 
zine at times will be seen no more. Edward 
R. ("Buddy") Johnson, general utility man, 
died on April 21st, 1915, after a tedious sickness. 
Mr. Johnson was a veteran of the Confederate 
army, as well as a veteran in the service of 
the Baltimore and Ohio Railroad. He was 
well liked by all who knew him, and his remin- 
iscences of war life and railroad life were 
always interesting. 


Correspondent, J. L. Maphis, Chief Clerk 
to Assistant Superintendent. 

On May 26th a very enthusiastic meeting of 
the Cumberland and Baltimore Division em- 
ployes was held in Red Men's hall at Bruns- 
wick for the purpose of discussing transporta- 
tion matters. Engineer J. D. Crummitt of the 
Cumberland Division was chairman of the 
meeting, which was attended by all of the 
higher officials from general superin tendent down 
and many employes. These meetings are held 
monthly, and a great many things are brought 
out to the benefit of the Company and the men, 
who are manifesting great interest in them. 

E. E. Baker has been appointed agent at 
Summit Point, W. Va., vice R. G. Middle- 
kaufT, transferred. 

J. C. McLaughlin has been appointed agent 
at Knoxville, Md., vice E. A. Rohr, resigned. 

We are glad to note that clerk J. R. Russell, 
employed in assistant superintendent's office, 
Brunswick, is rapidly recovering from a severe 
attack of pneumonia, and expects to return to 
work at an early date. C. W. Neighbours has 
been working in Mr. Russell's place during his 


Correspondent, S. E. Forwood, Secretary 

to Superintendent 


P. CoNNiFF Superintendent of Shops, Chairman 

A. A. Beaumont. ..Gen'l Foreman, Car Dept., Sub-Chairman 

S. R. Carter Machinist, Erecting Shop 

H. OvERBY Machinist, Erecting Shop 

J. P. Reinardt Fire Marshal, Axle and Blacksmith 

Shops and Power Plant 

H. C. Yealdhall Boilermaker, Boiler Shop 

R. W. Chesney Brass Moulder, Brass Foundry 

H. E. Fountain Ircn Moulder, Iron Foundry 

J. L. Ward Machinist, No. 1 Machine Shop 

J. O. Perin Machinist, No. 2 Machine Shop 

TiiK HAi/riMoKi: Axi) OHIO i:.M l'I,o^ i:s m.\(;.\/i.\k 

H. E. Haesloop Tinner, Pipe, Tin and Tender Shop 

Geo. H. Leilkh Manager, Printing Uepartment 

H. H. BiRNS Car Hep:iirm:in, -Mt. Clare 

T. H. BvcKENDORr. .Gang Foreman, Mt. Clare Middle Yard 
A. V. Becker Painter, Mt. Clan- 
Jos. \V. S-MiTH. .. Car Builder, Pa.s,senger Car Ereetinj; Shop 
L. Beai-MOnt Shop Carpenter, Cabinet Shop 

Our cariooiiist. Charlos Bauin^artiicr, lia.s 
portrayed our old friend "SafoiV Jack" Periu, 
in so many different dis«!:uises, that it is witli 
great pleasure that we present him in eivilian 
(Iress. together wiih a photograph of his home. 

On July 2Gih next. John O. Perin will liave 
been in the service of the Compan}' for forty 
years, having entered as an appreniiee July 
26th, 1S79. Mr. Perin was one of the first io 
be appoiiried a member of the Safety Com- 
miviee when ilie movement was started several 
years ago and he has been actively engaged in 
the work ever since. Me is one of the men who 
had sufficient foresight to api)reciate some- 
thing of the great imi)or\ance of the safety 
work. He became enthusiastic at the very 
beginning and started to work at once in his own 
shop (Xo. 2 machine shop; to look not only for 
unsafe machines, but also to watch for and cor- 
rect unsafe practices. Mr. Perin has been 
unusually successful in overcoming unsafe con- 
ditions; first, by reporting all unguarded ma- 
chines that weie dangerous, and secondly, by 
following up personal injuries, with a view to 
determining whether or not these injuries were 
the fault of the men or the machines on which 
they worked. By this method Mr. Perin has 
been able to accomplish considerable good. It 
was not long before his fellow workmen realized 



that he meant business and was working for 
their interests; hence the sobriquet. "Safety 
Jack," and the greater cooperation they gave 
him. It has been remarked a n»miber of time.- 
by those who should know, that X'^o. 2 machine 
shop at Mt. Clare is the best guarded shop on 
the System, and we feel that "Safety Jack'' 
should get a large share of the credit. 

Friend Jack, we extend to you oin* hearty 
congratulations on the compleiion of your 
forty years faithful service, and trust that you 
ma}' be spared for many more years of work at 
Mt. Clare. 

R. J. Ilaase, clerk at casting platform, is now 
wearing the smih; that won't come off. He is 
the father of a bouncing boy. 

The matrimonial bee did not stop buzzing 
when the Magazine was stopped, but added two 
more victims from the stores department. 
Roger R. Ricker, foreman, second floor store- 
house, was married early in April to Miss C. 
Adella Daley, of Govanstown. Mrs. Ricker is 
an accomplished elocutionist, and we now pre- 
dict a similar occupation for liitle Roger. ]'".arl\ 
in December, O. J. Grinewetsky, of this oflicc 
was married to Miss Mat tie L. Chrismore, ui 
Winchester, Va., and he has our best wishes for 
the coming years. 

The baseball team of the storekeeper's office 
l)lavcd the team from the superintendent's 
oftice of Phila(leli)hia. Pa., on May 31st. 101."). 
and defeated them 4 to 3. This team would 
like to meet any strong teams from other offices. 
Address W. E. Grinewetsky, care of storekeej^er, 
Mt. Clare, Baltimore, Md. 

The following changes have been made in the 
storekeeper's force: 

J. J. Morris, appointed acting scrap yard 
foreman, dining the absence of \V. W. ^lal- 
tingly, who went west for his health. 

Clinton Dugan, who was assistant foreman of 
Mt. Clare linnber yard, has been appointed 
foreman cf the Locust Point hniibcr yard, and 
X. E. Alexander, formerly foreman at Locust 
Point, comes to Ml. Clare to take position 
fornierlv held by Mr. Dugan. 



Our friends ''Roundy" Galloway, foreman of 
steam pipe gang, and pal, H. C. Burke, are build- 
ing themselves a palatial cottage down the 
river. How about an invitation to spend a 
week-end and go fishing, ' 'Superheater?" 

F. Higenbothom, clerk in this office, has ac- 
cepted a stenographic position with F. J. 
Angier, superintendent of timber preservation, 
and Geo. Zimmerman, formerly of Wheeling, 
W. Va., has been appointed to fill this vacancy. 

Anxiety for the success of the mother coun- 
try, the ''Mistress of the Seas," combined with 
a new arrival in the home, have caused Pryce, 
alias "Abe Martin," of the office force to be of 
serious demeanor of late. 

Wm. T. Garber, shown in the picture below, 
is one of the most popular and best known men 
at Mt. Clare. He has been in the service of the 
Company for a period of thirty-six years (June 
7th, 1915). Twenty-nine years of that time 
was spent in the blacksmith shop at Mt. Clare, 
and six years in the police department. Mr. 
Garber has held his present position for one 
year, and can be seen any day at the post of 
duty at Arlington Avenue gate. While Mr. 
Garber's principal duty is to keep undesirable 
visitors out of Mt. Clare, his chief side line is 
to welcome the friends of the Company and 
direct them the shortest route to the office. 

Grand-daughter of Col. W. O. Peach 

There is no face or figure around Mt. Clare so 
well know^n as that of Col. W. O. Peach, but to 
fully appreciate the colonel it is necessary to 
become better acquainted with his family, and 
with that end in view w^e take great pleasure in 
presenting in this issue of the Magazine the 
above photograph, showing Miss Cora Parnell 
Ludwig, the grand-daughter of the colonel. 

Messrs. O. J. Grinewetsky, L. E. Applegarth 
and Paul Evans, former clerks of this depart- 
ment, are again located at Mt. Clare. 

R. W. Livingston, foreman of brake rigging 
gang, will join the ranks of the benedicts June 
22d. "No more staying out till broad day- 
light," so "Good-evening Gladys." 



Thomas R. Rees, Secretary to Superintendent 
H. H. Summers, Superintendent' s Office 
W. C. MoNTiGN.\Ni, Secretary Y. M. C. A. 


S. T. Cantrell Acting Superintendent, Chairman 

W. Trapnell Assistant Superintendent 

J. W. Deneen Trainmaster 

W. E. Yarnall Assistant Trainmaster 

P. Petri Division Engineer 

T. R. Stewart Master Mechanic 

L. J. WiLMOTH Road Foreman of Engines 

Dr. J. A. DoERNER Medical Examiner 

G. R. Bramble .Freight Agent 

TUK i^Ai/ri.MoKi': AX I) OHIO i:.MPL()vi:s macazini-: 


\V. S. Hario Claim Agent 

G . R. Barker EnKincer 

R. M. DuLiN Fireman 

C M. Peters Freight Conductor 

J. S. Collins Vunl Hrukeman 

Geo. Soyster Mueliinist 

E. J. TwiGG Car Inspector 

W. C. MoNTiGNANi. .Secretary, Baltimore & Ohio Y. M. C. A. 

That there is soniethiii}!; inspiring alxnit 
railroad employment which creates loyalty 
among the men who toil in transportation 
service and which instills in the heart the true 
spirit of the brotherhood of man was demon- 
strated by seven enijiloyes of the I^altimore 
and Ohio Railroad who underwent operations 
in Baltimore, June 9th. submitting to a blood 
transfusion in an effort to save the life of C. 
Lee Fr(>nch, superintendent of the Cumberland 

The men who took part in the operation are 
plain, honest workmen, and when it became 
known that the condition of their "boss" was 
grave, they were glad to "lay off" their reg- 
ular runs and lose time in the shop in order to 
make the sacrifice which may save the life of 
the man whose interests arc theirs. When it 
became known in Cumberland that Lee French 
needed the vital assistance of transfused blood, 
so many of the railroad men volunteered to 
undergo^ the operation that it was deemed 
advisable to select from those best fitted for it 

."Superintendent Cumberland Di 

So it was tiiat .1. (1. Knlos and S. Kvans, 
engineers; H. A. Kline, conductor; (1. .\L 
I'isher. fireman, and J. W. Ilaines, \. K. Nij>- 
peni)erger and A. \V. \iands, boilermakers, 
went to lialtimore to render the heroic aid. 
The surgeons, after making the tests, decided 
to have boilermaker \'iands undergo the oper- 
ation. It was successful and the patient ral- 
lied r(>markal)ly. 

Physicians diagnose the illness of superin- 
tendent French as pernicious anaemia. The 
vitalizing power of his blood was lowered by 
the i)rotracted illness to such an extent that 
the sacrifice of his frienils held out the only 

To those who know I^ee French his illnes^; is 
a mystery, but it is not surprising that so large 
a number of his railroad friends were willing to 
share their vitality with him. Up on the 
third division of the Baltimore and Ohio 
liailroad every employe in the moimtainous 
district between Brunswick and Clrafton and 
on over the other sitle of the Alleghenies from 
Cmnberland to Connellsville and Pittsburgh 
knows Lee French. 

Standing more than six feet and normally 
weighing 225 pounds, of athletic proportions 
and resembling more closely a wreck-train 
foreman than a man susceptible to physical 
disability, superintendent French had grown 
up in the mountainous section, where he started 
his railroad career when a boy and grew up 
with some of the men who came to his assist- 
ance din-ing the present illness, while others 
who made the sacrifice had been co-workers 
with the official's father. Trainmen who went 
to his assistance in the Baltimore ho.spital have 
known him all their lives and received orders 
from him when he was a "trick" operator and 
later when he became a dispatcher. Through 
these periods of his advancement the men on 
the road referred to him as Lee, and will always 
do so exce])t in official correspondence. And 
during his illness they have kept a constant 
vigil at his bedside. 

The Baltimore and Ohio Railroad Y. !NL C. 
A. at South Cumberland has organized a base- 
ball team, with the popular timekeeper, C. P. 
Kalbaugh, as manager, and the no less popular 
machinist and air brake specialist, John Deffi- 
baugh, as assistant. They liave won several 
games and will be glad to receive challenges 
trom any Company team within range. 

While on a trip to the western coast attcMid- 
ing tlu^ annual convention of the Kmployed 
Officers of the Young Men's Christian 
ciation, Wm. C. Montignani, secretary of the 
Baltimore and Ohio Y. ^L C. A., who was 
accompanied by his wife, was called home on 
receipt of a telegram amioimring the d(>ath of 
Mrs. Montignani's aiuit, whom they had left in 
charge* of tlu'ir home antl five children, Mr. 
and Mrs. Montignani hurried home, and were 
relieved to find all the children well and that 
their many friends and neighbors had kindly 
don;- all that was necessary to be done, and had 
looked after the home and children until their 




Correspondent, W. L. Stephens, Ass't Shop 

The return of the Magazine will be like greet- 
ing an old friend. Many inquiries, have come to 
the correspondent about it. "Will it be issued 
again?" ''When do you think we will get the 
next Magazine?" "We hope you will be issuing 
it soon," "We certainly do miss the Magazine," — 
any number of such questions and comments 
have come from employes of all departments. 
This certainly points to an increasing interest 
in the publication. This should be gratifying 
to the management, which make this splendid 
journal possible. 

Now, boys, lend a hand. Send any items of 
real interest you may find to your correspondent 
or the editor, and they will be properly cared 
for. Let us all help make our own publication 
more interesting, more entertaining, and more 
edifying each issue. 

The Baltimore and Ohio Veterans' Associa- 
tion held their midwinter meeting in the Y. M. 
C. A. hall on January 19th. It was by far the 
most enjoyable of these meetings. The pres- 
ence of the ladies lent a beauty and charm to 
the occasion which was not experienced at pre- 
vious meetings. They enjoyed the evening and 
seemed pleased with the program. Why not 

The luncheon was served by the ladies of 
the Y. M. C. A., and the splendid menu, dainty 
settings and efficient service did credit to this 
organization of Y. M. C. A. workers. 

Among the out of town guests were industrial 
agent W. W. Wood and traveling passenger 
agent C. W. Allen. Both of these gentlemen 
made fine talks on appropriate subjects. 

The following officers were elected to preside 
over the organization for the ensuing j'ear: 
President, Z.T. Brantner; vice-president, P. J. 
Shriver; secretary, W. G. Edwards; treasurer, 
J. W. Barker. Members of the executive com- 
mittee: J. W. Myers, H. W. Fauver, G. E. 
Auld, J. E. Oliver, J. H. Wintermeyer, J. S. 
Cage, M. L. Sharon, J. H. Aldridge, J. A. 
Holpp, R. S. Bowie, J. M. Brantner, A. J. Cris- 
well and G. R. Kindle. 

M. H. Brenner, a young shopman, died at his 
home here a few weeks ago after a long illness. 
A bright, likeable young man, not yet in the 
prime of life, he made a brave fight against a 
lingering disease, but could not win. For this 
young man to die "was gain." W^e should be 
ready at all times to answer the Master's call. 

The sympathy of the shop employes goes out 
to our fellow worker, C. R. Gerbrick and his 
wife, on account of the death of their twelve- 
year old son, Joseph Albert Gerbrick. 

At the time these items were written, Mr. 
A. J. Ringer, one of our oldest veterans, was 
critically ill. Mr. Ringer is among the oldest 
of our pensioners, having started with the Com- 

pany in the days of the wood burning engines. 
Let us hope he will recover to enjoy several 
more years of life. 


Correspondent, C. L. Ford, Chief Clerk 


J. M. Scott Superintendent, Chairman 

E. D. Griffin Trainmaster 

E. T. Brown. Division Engineer 

M. H. Oakes Master Mechanic 

T. K. Faherty Road Foreman 

J. O. Martin Claim Agent 

Dr. C. a. Sinsel Medical Examiner 

W. J. Madden Machinist 

A. Kiddy Conductor 

J. S. Robinson Brakeman 

F. F. Bailey Engineer 

J. C. Stealey Fireman 

C. W. Keller Car Builder 

P. B. Phinney Agent 

S. H. Wells Agent 

J. D. Anthony Agent 

R. R. Hale Agent 

E. J. Hoover Agent 

W. C. Barnes Secretary 


Correspondent, W. O. Freise, Sup't Office 


H. B. Green Superintendent, Chairman 

J. W. Root Trainmaster 

G. F. Eberly Division Engineer 

J. Bleasdale Master Mechanic 

W. F. Ross Road Foreman of Engines 

Dr. J. E. Hurley Medical Examiner 

C. M. Criswell Agent, Wheeling 

M. C. Smith Division Claim Agent 

F. R. Davis Terminal Trainmaster 

W. C. FuRBEE Freight Engineer 

H. C. Lisle Freight Fireman 

J. E. Goodwin Freight Conductor 

E. B. Hudson Machinist 

W. C. Kidd Yard Brakeman 

J. T. Muldrew Wreck Crane Engineer 

With the settlement of the coal strike in 
Ohio, the mines on lower C. L. & W. all resumed 
operation during the month of June. Business 
on this division has picked up a great deal, too, 
and though the boys have a little harder work, 
heavy business is what makes them all smile — 
after the long day is done. 

David White, of the general superintendent's 
office, recently returned from a trip to the 
Panama Exposition. He reports a big time in 

Recent changes in the superintendent's office 
comprised the following: B. L. Heifer was 
promoted to secretary to superintendent, 
''Jimmy" Flynn to stenographer to train- 
master, and J. F. Amick to stenographer to 
chief clerk W. V. Frazier. 

The employes' meeting held in the audi- 
torium of the McMechen public school building, 
McMechen, W. Va., on Monday, June 14th, at 
7.30 p.m., was very well attended. This meeting 
is what has formerly been known as fuel mee ting, 
but the intention is to have not only engineers 
and firemen present, but every employe who 
can possibly be there. 



The lecont t'loan-up-tlay inovcimMit on this 
division cortiiinly did hrighlcii tilings u|). 
Stations along the right-of-way now i)ros(M»t a 
very neat and tidy appoaranco, and have causiMl 
more than one good comment from passengers 
riding the trains. 

We were all sorry to learn of the deatli of 
brakeman S. C. Sharp, which occurred at Hollo- 
way, Ohio, on Saturday, June 5th. His be- 
reaved family have our sympatliy. 

D. Pierce, signal supervisor, is tlie proud 
owner of a new speeder. 

J. W. Villers, chief clerk to division engineer 
Eberly, recently purchased a new automobile, 
and the boys around tlie Wheeling office hav(; 
all been promised a ride. 

'"Jimmy" Flj'nn, stenographer to trainmaster 
J. W. Root, has a bull dog which is a wonder. 
It is as big as a new-born calf and looks as 
vicious as the devil himself, but only did we find 
out the truth the other day when he tried to 
sell the dog to conductor I. C. New. "Jimmy" 
told the prospective buyer that it was a good 
watch dog and that h — 11 and Brown's mules (as 
master carpenter L. B. Kemm once expressed it) 
would not scare him. Well — the kale was just 
about to be exchanged for the dog when George 
Fitzgerald, chief clerk to trainmaster Root, 
happened to stumble over a cuspidor near his 
desk, making quite a racket. The next thing 
we knew Jimmy's dog pulled loose from his 
chain and was ''beating it" do%Mi the steps as 
fast he could for the door. Of course Jimmy 
was sorrj' to miss the sale, but he says now he's 
glad of it as he is thinking of taking the dog and 
going into vaudeville next fall. 

C. K. Welch, material clerk in the division 
engineer's office, spent a few days recentl}' with 
his mother at Keyser, W. Va. 

We recently heard from former operator and 
correspondent A. G. Youst, who is now located 
at Chicago. Mr. Youst is not enjoying the best 
of health at the present time, and he certainly 
has the earnest wish of all for a speedy re- 
covery. He was particularly interested in the 
progress of the Employes Magazine, and has 
been in touch constantly with the editor since 
his enforced vacation. May the same spirit of 
unselfish loyalty which made his contributions 
to the ^Magazine so interesting and the Wheeling 
showing so good actuate many of his former 
fellow workers to help the ])resent correspondent 
maintain his high standard. 

It is reported at the Wheeling passenger 
station that Ray Shields, second trick dis- 
patcher, will soon take unto himself a wife. 

W. L. Cockrell, chief train dispatcher, has 
returned to duty after a two weeks' vacation 
spent at Niagara Falls, Atlantic City, Washing- 
ton, Baltimore and other points of interest. 

W. K. Burke, night chief caller, located at 
Ben wood, W. \'a., is the proud father of a new 

llarr\- Connors, night yardniastcr. located at 
lienwood, W. \a.. is tin; proud father of a baby 
boy which came somc^time last month. Good 
for Harry, you're a man Hm; lialtimon- and 
Ohio can be proud of. 

L. Vj. Foster lias been a|)po)nted wire chief 
in "FY" office at Wheeling, vice Charles Linn, 
who accepted another position in a difTcreirl 

We were all sorry to learn of the dcatii of 
train dispatcher W.'M. Queen's fa.h(;r. 

KfTectivc June 1st, 1915, section foreman Iv 
Debolt of Section No. 1 was promoted to 
supervisor, with headquarters at Grafton. His 
territory will lie between Mannington hnd 
(irafton on the main line district. 

Bobbin Walters has been promoted to sten- 
ographer to division engineer P^berly, vice K. 
P. Carney, i)romoted to stenograplier to dis- 
trict engineer maintenance of way Smith, 
effective June 1st. 

F. A. Irvine, former assistant division 
engineer, is to be married on June IGth at 
Jamestown, N. Y., to a Miss Juergens. He will 
be at home to his friends at Jamestown after 
July 1st. Good luck, old boy, 

"Jimmy" Cracraft, secretary to district 
superintendent of motive power J. F. Bowdcn, 
is the proud father of a baby girl. "Jimmy" has 
been wearing a smile for the past two months, 
and only when the little stranger arrived did 
we know what kind of a feather was tickling 

V. C. Reel has accepted a position as stenog-=- 
rapher to master carpenter H. M. Potts at the 
Wheeling passenger station. 

On June loth, Frank Decker, oj^erator. was 
married to Miss Ida Fritz, of Folscm, W. Va. 
He will be at home to his friends on and after 
that date. 


Correspondent, H. C. Nkshitt 


O. 11. HoBBS Superintonflont, Chairman 

C. E. Br VAN Division EnRinccr 

O J. Kelly Miistcr Mechanic 

E. J. Laxghurst. .Trainmaster and Road Foreman of Encines 

Dr. a. J. BossYXS Medical Examiner 

J S. Echols Chief Clerk to Agent, Parkersl)urEc 

R. E. Barxhart -Agent, Huntincton 

W. E. Kex.nedy Claim Acent 

A. A. Weisheit EnTintHT 

O. C. Stewart Fireman 

n. L. Berlin- Conductor 

M. C. O'Neal Yard Brakeman 

C A. Miller Locomotive Department 

F. E. GocKE Car Department 

The June report of the Safety Committee of 
the Ohio River Division which has just reached 
the office of the >ragazine shows over fifiy ac- 
complishments for the great cause of Safety. 
These range from making a water cooler avail- 
able and convenient for switchmen to trying to 
persuade the school children to keep off our 



tracks. One of the items noted was this, 
credited to H. L. Berlin: "Talked to many 
employes and trespassers about Safety First." 
If this were done by employes all over the 
System, how quickly our list of injured and 
killed would be cut down. It is the small 
kindly word spoken as man to man and friend 
to friend that makes headway. Try it, you 
committeemen, and all you employes who feel 
that your brother's welfare is your lookout and 

was blowing at a rate of seventy miles per hour 
for a period of thirty seconds. Cars and 
cabooses were moved small distances by the 
wind and automobiles and other vehicles were 
scattered. We are glad to state that during 
this storm not a fatality was reported. 

During the next three months we will handle 
through the Ohio River yard a consignment 
of 35,000 yards of sand and gravel for construc- 
tion of the new power plant to be erected on 


^^^^^^^^^^^^ ^mmms^ 




^mt//A. .. ^ 

' ' "" S^SSM 




ilKF'.. iT'imiiBr 


8 4.0..::.:. ^^'^^P 





During the heavy storm which visited Park- 
ersburg on Friday, June 11th, forty-six tele- 
graph wires were torn and tw^isted for a distance 
of four pole lengths. By the efficient and 
prompt work of linemen Smith, O'Donnell, and 
Vickers, complete circuits were restored within 
three hours after the storm. They are to be 
commended for their efficient work in this 
respect. This was one of the most, if not the 
most severe storm we have ever had in the 
vicinity of Parkersburg, Although it only 
lasted about one minute and thirty seconds 
several thousands of dollars' worth of damage 
resulted. Roofs were torn from buildings, 
large trees torn up by roots, boats capsized 
in river (with no fatalities), the Monongah 
5'ard at Parkersburg was covered with trees 
and limbs of trees and debris of all description, 
^Yater barrels were blown from the Ohio River 
bridge and coal tipple, and w^ere hurled through 
the air like paper. The power plant at Parkers- 
burg suffered the largest loss, as their plant 
was badly damaged. Street car service was 
at a standstill, but through the efiicient w^ork 
of the street railway employes, service was 
restored about five hours after the storm, 
their power coming from Marietta, Ohio, a 
distance of twelve miles. Parkersburg was in 
darkness. It was estimated that the wind 

the Camden farm just east of Ohio River j^ard. 
This new plant, which is alread}^ under con- 
struction, will cost $600,000.00, 

Engine 1115, just out of Mt, Clare shop, has 
been restored to service in Monongah yard, 

It is reported that our stock and vegetable 
business will start about July 15th and the 
outlook is very good for a heavy business in 
this line. From reports received from the 
various industries and shippers along the Ohio 
River Division, things look very favorable for 
a substantial business during the summer 

The construction of Dam 20, at Morgan and 
Dam 21 at Ravenswood, which is now being 
started, will materially increase the business 
and w^hen the Dams get well under construc- 
tion they will cause considerable revenue. 
They now have under construction Dams 16, 
17, 20, 21 and 28, all located on the Ohio River 
Division. Dams 18, 19 and 26 have recently 
been completed. 

The bathing beach, which is something 
NEW for Parkersburg, is attracting the rail- 
road men in this vicinity. Many will spend 
their leisure evenings dipping in the clear 
waters of the Ohio at Par-Bel Beach. 



Yard clork B. D. Rector loft a few clays ago ]■ I- McDaniels Xssutant Agpnt. Lorain. O. 

on his annual vacation, a sight-seeing trip to ri/^.'s^p":::.::::::.;;;:.;^ 

New York City. C. K. Avwi.v EnKin.NT, I^orain, O. 

/-.•.»-■■-. 1 • • 1 • -^- ^^- '"^MrrH Fireman. Cleveland. O. 

Engineer G. U. Beatty, who was injured m w. H. Hallard .'. Conductor. Akron, o. 

the Oliio River vard a few davs ago, is getting C. E. Pittinqeb Brakeman. Cawil Dover. O. 

along very nicely ami is ^ible to be out of the ^,,^^ superintendent is making a hard drive at 

hospiial. although he wdl not be able to work ^,.^,time and he gets out hulU-tins everv now 

tor some tune. .^^^^j ^j^^.^^ mirmg his men to help him in this 

Albert (Tilt) Showan, the well-known brake- important work. It's a good way to get co- 
man on the Ohio River Division, who has lived oi)(>rati()n. Most of the men see at least one 
at Spencer for the past several years, has bulletin board and if tlu^re is nothing on it con- 
moved his family from Spencer to Parkersburg cerning the endeavors of tlu,' division to im{)rove 
and is well pleased with his new residence. train performance, how do they know in which 

Tj r> iiT\ 4. 1 'Mi-ii- ^ u^ u„„ 1 ^^1,^^+^j direction to direct their efforts? Keep the 

H. B. Dutch \J dhams, who has been located .^^^.^^^ ^j „ j 

m Parkersburg for the past several years. ^ ' 

departed a few days ago for Oklahoma, where Qn Mav 28th the new double track extending 
he wdl locate with a pipe line company. The from the west end of Ilollowav vard to Pied- 
best wishes of all the boys are w-ith "Dutch." niont, Ohio, was connected aildput into use. 

L. W. Strayer, former assistant division ^hus giving a double track out of a very con- 
engineer, and who has been bridge inspector gested yard a distance of about 4.3 miles, 
for the past few months, has been promoted The new plant of the Corrigan McKinnev 
to assistant division engineer of the Chicago. Qq ^ large steel plant in course of construction 
Division and is now located at Garrett, Ind. on the east side of the Cuyahoga River at 
During Mr. Strayer's stay at Parkersburg he dark Avenue yard, Cleveland, is nearing 
made many friends who are sorry to sec him completion. This work involves an out lav of 
leave, but congratulate him on his appointment approximatelv ten million dollars and when 
to the Chicago Division. completed will increase the interchange of 

It will be remembered that in previous issues business very materially, as this plant will 

of the Magazine we made mention of Harrv require a great deal of raw material, it also 

Baker's frequent trips to Clarksburg, W. Va. being the intention to build by-product ovens. 

We are reliably informed that these trips have ^'hich will require much coal, 

been discontinued and that "Slim" isnowmak- Effective June 1, John Ernest Llovd was ap- 

mg trips in the opposite direction. pointed division engineer of the Cleveland 

E. D. Sams, our station baggageman at Division, with headquarters at Cleveland, vice 

Sixth Street station, Parkersburg, has been A. A. Jackson, resigned. 

off duty for the past several weeks. ]\Ir. Lloyd was born in Granville. O.. in 1884, 

J. S. Washbume. chief clerk to D. F. A., is ^^^^ received his education at the schools there, 
again on the job after an attack of appendicitis. 

Ernest Chapman, former patrolman on this 
division, who was promoted some time ago to 
the lieutenancy on the Pittsburgh Division, 
has been appointed captain of police, Ohio 
River Division. We welcome Mr. Chapman 
to this division and feel sure that he will be 
a valuable acquisition. He succeeds C. T. 

Horgan, who was promoted to a like position ,^^^^^_ _,^^ ^^ ^^ 

at Chicago. /^^^^H ""7 ^ ' 


Correspondents, W. T. Lechlider, E. Lederer 


W, T Lechlider Superintendont, Chairman 

J. E. Fahy Trainmaster. Vice-Chairman 

E. Lederer Secretary 

J. E. Lloyd Division Engineer, Cleveland, O. 

J. A. Anderson Master Mechanic. Ix)rain. O. 

P. C. LoTJX Road Foreman of En^es. T^rain, O. 

A. J. Bell Terminal Ai^ent, Cleveland, O. 

Dr. R. D. Sykks Medical Examiner, Cleveland, O. 

G. J. Maisch Division Claim Agent, Cleveland, O. 

G. H. McCoy Operator. Massilion. O. 

J. J. McDoNOUGH Roundhouse Foreman, Cleveland, O. 

D. DePalma Section Foreman, Lorain, O. 

T. Ridley Carpenter, Cleveland, O. 

E HrMiSTON Car Foreman, Lorain, O. 

Cleveland Division Engineer 



completing his course at Denison University in 
1908. He entered the engineering department of 
the Baltimore & Ohio immediately, and has 
been successively, chainman, assistant on corps, 
rodman, transitman, assistant engineer and 
assistant division engineer, until promoted to 
his present position. 

The Otis Steel plant, which is being con- 
structed on both sides of Clai'k Avenue yard, 
Cleveland, is at the present time at a standstill, 
largely on account of war conditions. It is 
figured that the completion of the plant on 
both sides of the river will involve an expendi- 
ture of approximately sixteen million dollars. 
It is hoped, however, that the portion of the 
plant which has been built will resume opera- 
tions within the next two or three months. 

The construction of a new high level bridge 
connecting the two main thoroughfares of 
Cleveland from the east to the west side at 
Superior Street, is progressing rapidly, and 
within the next twelve months the bridge will 
have been completed, and our facilities at 
[Nlerwin Street yard restored to their normal 
condition. At the present time they are very 
much disrupted. With the completion of the 
bridge it is contemplated that the river straight- 
ening will begin. 

The construction of a high level bridge that 
will cross our tracks at Seneca Street, Cleve- 
land, just below passenger depot, has been 
approved. There is also a new high level 
bridge in course of construction over our line 
at South Brooklyn, Ohio. It is expected that 
this bridge will be completed in the early part 
of the winter. All of these bridges are of the 
latest type of cement and reinforced work, 
and involve an expenditure of several million 
dollars. Their building will also result in the 
straightening of the Cuyahoga River from the 
lower end to a point some five miles distant, 
which will greatly add to the facilities in the 
valley by reason of its being possible for larger 
boats to get through without so much delay 
and risk. 

The city of Cleveland is completing a new 
sewage disposal plant at Willow, Ohio, and in 
connection with this is straightening the 
Cuyahoga River at that point. This work 
is progressing very rapidly, and will also be 
a large improvement and add to our business. 

The city of Akron is erecting a sewage dis- 
posal plant just north of Akron on the Cuyahoga 
River. The work is progressing slowly. 

The city of Canton is erecting a sewage 
disposal plant about eight miles south of Canton 
on the Nimishilling River, adjacent to our 
line, which will increase the business in that 
locality. In addition, the O. C. Barber 
Mining & Fertilizer Co. has erected a very 
large plant at Limeton, Ohio, which is adjacent 
to the city of Canton's sewage disposal plant 
and a number of houses are to be built in that 
locality to afford accommodations for the 
employes in this plant. This, of course, wdll 
increase the business at that point. 

The following bulletin issued January 7th, 
1915, in regard to train crews getting over the 
road on tonnage trains and locals without 
making overtime, and receiving credit on their 
records, has resulted in greatly bettering the 
performance of trains, expecially between 
HoUoway and Lorain. A large number of 
crews have already received credit on their 
record tor making such runs. The results are 
plainly shown by the train performance in 

All Employes — Train Service. 

It is hoped with the starting of 1915, we can 
bring about greater efficiency in our train 
operation, and am sure all are interested in the 
prompt movement of trains, and are as anxious 
to get over the road without making overtime, 
as we are to have you do so. 

With a view of helping to bring about this 
condition, the operator at HoUoway will 
furnish each conductor and engineer with a 
copy of form, showing standard train operation, 
this form to be filled out each trip by the 

In order to stimulate a greater interest in 
this connection, it is my purpose to credit on 
each man's record all cases brought to my 
attention where tonnage trains or locals get 
from one end of the road to the other — Chicago 
Junction to HoUoway, Lorain to HoUoway, 
Cleveland to HoUoway, Chicago Junction to 
New Castle and vice versa, without making 
overtime, if conductor of such train calling 
mj'- attention to the case, so it will not be over- 
looked, as under the present arrangement of 
train dispatchers being located at outlying 
points, it is rather difficult for me to follow up 
each individual case from the train sheets. 
This to include any performance of this kind 
since January 1st. The credit marks on your 
service record sheet will go a long way towards 
the clearing up of records. — W. T. Lechlider. 

A bridge crossing our tracks at Clark Avenue 
yard, Cleveland, is now in course of completion. 
This bridge connects the east side with the 
west side. 

The total expenditure for improvements now 
under way in the "Valley" is estimated at 
something like thirty-five million dollars. 

Conductor J. Fitzgerald, formerly assistant 
trainmaster on the lower end of the C. L. & W., 
has at last taken unto himself a wife. Pretty 
nearly time, Jimmy. You have broken the 
hearts of too many of the fair sex now. 

C. H. Ferguson, agent at Elyria, showed his 
ability several weeks ago when some coal 
thieves threw off about seven tons of coal in 
passing siding when train was standing on main 
track waiting for crossing. In order to get 
evidence against the parties he marked some 
of the coal with crayon so it could not be 
rubbed off, and in this way helped our Police 
Department convict the thieves. 




T. J. Daly. Chief Clerk 


J. H. Jackson Superintenlent , C'hainimn, Newark 

C. (.'. Grimm TrainmasttT. \ice Chairman. Newark 

J. ToRUELLA Division Engineor, Newark 

J. S. Little Road Foreman, Newark 

E. D. Andrews Division Master Mechanic, Newark 

A. R. CuwTOR Division Claim Agent, Newark 

Dr. a. a. Church Division Medical Examiner, Newark 

D. L. Host T. M. & C. T. D, Columbus 

C. R. Potter Freight Agent , Newark 

C. G. M11.1.ER Shopman, Newark 

Edward O'Neill Yard Hrakcman, Newark 

R. L. Trace Road Conductor, Newark 

C. E. Messenger Fireman. Newark 

A. D. PiERSON AssLstaat Car Foreman, Newark 

J. E. Shaw Engineer. Newark 

F. A. Starr Foreman Reclamation Plant, Zanesville 

H. L. Ball. . Chief Clerk to Trainmaster, Secretary, Newark 

Successful candidates to the Relief Depart- 
ment Convention held at ('l(!veland, Jun«' 
24tli and Jfj, h, from the X(;\vark Division, wen-: 
S. H. Hlo\v(ns, carpenter foreman, ('oluml)us 
Ohio; Wm, Smith, machinist, Newark, (>hio: 
T. J. An<lrews, conducior, Newark. Ohio; A. H. 
Holmes, carpenter foreman, Zanesville, Ohio; 
A. \V. (luidenherger. pipe fivic^r, N(!wark, Ohi(»; 
C. U. McNeall}', yard clerk, Newark, Ohio. 

Tlie West Zanesville Provision Company are 
cnhirginp: their j)lant and have made recpiest 
for increased track facilities to take care <.f 
increa.sed business. 

To enable more prompt handling; of heavy 
car repair work beinp done by the Hals. on 
Steel ('ar Co.. at East Columbus, a storage 
track of an additional sixty cars capacity is 
beinp; installed at that point. 


Standard freight train operation cards have 
been put into effect for fast freight and slow- 
freight trains, effective June 1st, tlicsc cards 
indicating certain standards that have been 
worked out on acaial performances, for the 
operation or movement of trains over the 
various districts, and it is thought the informa- 
tion contained in these cards will be heli)ful 
in solving the problem (-f efficient train opera- 
tion on the Newark Division, as they furnish 
a standard that can be maintained by concerted 
effort on the part of all connected widi train 
operation. They also fiu-nish enginemen and 
trainmen an opportunity to show the divisional 
officers the extent to which this Standard may 
be imjiroved, and in order that proi)er credit 
and consideration may be given those who 
succeed in maintaining or improving on this 
Standard, a proper record will be kept in the 
superintendent's office. 

After having been closed for morq than a 
year, the coal mines of the eastern district of 
Ohio have resumed operation. This will 
greatly improve business conditions in this 
territory and is good news to everyone. 

The Newark Divisional Safety Committee 
is continuing its good work, having reported 
the correction and disposal (<f 101 items for 
the thirty days ending prior to May meeting. 
One of the more n^cent features indicating th«* 
activities of this organization is the placing 
of safety pins in upright switch stands in order 
to prevent the possibility of locking switches 

Stars and bars make a goo<l appearance on 
conductor's and trainmen's uniforms, and they 
are being displayed to ihe same advantage 
ahmg with jewelry and other decorations, and 
rightly so. Doti't make the mis. ake of asking 


one of those fellows with six or eight on his 
coat, how long he has been iji the service. He 
will immediately put you in the apprentice 
class, or conclude that your education has 
been sadly neglected. 

Cedar Point resort opened June 13th. "We 
anticipate heavy excursion travel throughout 
the summer, as indicated by one of the first 
advertised, the Goodyear Tire & Rubber Co.'s 
excursion, consisting of ten trains of eleven 
cars each. 

Supervisor E. E. Naney and wife are visiting 
their old home in Little Rock, Ark. 

Operator E. H. Connors and wife have taken 
a trip to New York City. 

Engineer W. J. Ryan, accompanied by his 
wife, has gone on a fishing trip to northern 

Timekeeper W. F. Sachs has taken unto 
himself a wife. Mr. and Mrs. Sachs left for 
a trip in the west, and will visit, among other 
places, the famous Yellowstone Park. 

Master carpenter E. C. Zinsmeister and 
family have gone for a trip to northern 

Engineer M. P. Healey, wife and son John, 
have departed for San Francisco and the fair, 
and on their return will visit Yellowstone Park. 

The accompanying photograph is of engine 
No. 1465, taken by machinist Chas. Campbell, 
and showing machinist Frank Stare at the 
cylinder and machinist J. E. Powell, both old 
employes at Newark Shops, oiling engine. 

S. T. Bride, station baggagemaster, at Mans- 
field, Ohio, recently sent to the editor of the 
^Magazine a Christmas story which we hope 

to publish in an appropriate issue. We learned 
that Mr. Bride was with our soldier boys in 
Cuba during the Spanish American war, and 
asked him to send us a brief account of some of 
his more interesting experiences there. His 
reply follows: 

When the war with Spain broke out in 1898 
I had already served one enlistment of five 
years in the Ohio National Guard and had 
received my discharge papers about the time 
the battleship Maine was blown up in Havana 
harbor, but it looked as if the Eighth Ohio 
would be called out, so I reinlisted for one year. 

It was not long until we got orders to mobilize 
at Akron, Ohio; from there we went to Colum- 
bus and went into camp at Camp Bushnell. 
The drum major of the band was a married man 
and did not care to go, and there they informed 
me that I was to fill the vacancy made by him. 

After a few weeks we proceeded to Camp Alger, 
Va., near Washington, where the regiment was 
recruited up to full strength, and further prep- 
arations were made for actual service. We next 
moved to New York, where the St. Paul, a fine 
big ocean liner, was waiting to convey the 
Eighth Regiment to Cuba, and was also being 
loaded with ammunition for Samson's fleet. 
I still have recollections of the first day out 
from New York, which I would like to forget, 
but I soon got over it and enjoyed the rest of 
the trip down and had a chance to give some 
of the other fellows the laugh. 

When we landed at Siboney a truce was on 
and a few days later, on the 7th of July, the 
Spaniards surrendered, so about all we had to 
fight were the mosquitos and yellow fever and 
other pests that inhabit a tropical country. 

The tarantula was very much dreaded, as he 
did not make a desirable bed-fellow, although 
I only heard of one case where a man was bit- 
ten by one of them. 





One of the pests we had to contend with (and 
it was laughable too), was the large black ant. 
They would go anywhere and into everything 
we had to eat. It seemed as if they had been 
starved for a long time; they were so big and 

It wiis quite amusing to watch them forage 
for something to eat. They had regular paths 
through the grass. While there we got some 
Spanish bread. In looks, the loaves were simi- 
lar to our homemade bread, only not so large, 
and those ants would get away with a loaf 
in twenty-four hours if left where they could 
get at it. 

Three of us had a large tent and one night 
devised a scheme to fool them. We took our 
loaf of bread, tied a string to it and hung it up 
to the ridge pole, but the next morning that 
loaf of bread was about as big as a good sized 
biscuit. The ants were crawling up the tent 
pole, over the ridge pole and then down the 
string. We had to go without bread that day. 

I remember a little incident which happened 
on the boat after we had left Santiago on the 
return trip and steamed out through the harbor, 
past Moro Castle, where the Spanish shijis wore 
h'ing half submerged in the channel. Half of 
us were sick and my brother was down with the 
fever, when he took a notion he could eat some 
peaches and milk. We had plenty of condensed 
milk, so I skirmished around and found a fellow 
who had a can of peaches to sell. I gave him 

two dollars for it. and our aj)potito was just 
about right for those pj'aclies. when lo! on 
opening the. can we found it was l)aked beans. 
Some oni! ha<l changed the label. 

After two weeks in quarantine at Mont auk 
Point, L. I., we were sent home and discharged. 
It was a pretty sick looking bunch and one of 
the doctors said, "they will all be dead in five 

Now, up on the hill are thirteen little flags, 
mute evidence that those young fellows who 
went out in the best of health did not last that 
long. All of us contracted malaria. 

After two months shaking with the ague. I 
went to work for the Baltimore <fc Ohio as 
freight handler and worked al)()Ut a year and 
a half and then went to the Pennsylvania Kail- 
road as fireman for a short time, after which I 
returned to the freight house and in 19().'i was 
transferred to the passenger station as baggage- 
man, where I have since been employed. 

During the eleven years there have been 
215,000 pieces of baggage handled at this 

The monotony of a baggageman's Avork is 
broken somewhat b}' the interesting people we 
meet, the individuals that go to make up the 
traveling pu])lic. It is true we sometimes 
have our patience tried to the limit, but I find 
that to be accommodating and willing to give 
information and assistance whenever I can. 
makes friends not only for myself but for the 
Companv, and friends mean revenue. 
S. T. Bride. 

Station Baggage master, 

Mansfield, Ohio. 


Correspondent, P. A. Jones. Office of Chief 
Clerk, Connellsville 


O. L. Eaton Superintendent. Cliairman 

J. K. YoHE Trainmaster 

A. P. Wiu.L\MS Division Engineer 

T. E. Miller Master Mech.inic 

G.N. Cagk Road Foreman of Engine:? 

Dr. M. H. Koehler Medical Examiner 

J. A Fleming Freight Agent 

H. E. IIiMES Agent 

E. E. McDonald Agent 

H. D. Whip Relief Agent 

G . M . Woodward Locomotive Engineer 

J. RiDOWAY Locomotive 

^i. H. Mickey Freight Conductor 

R. R. Whipkey Yard Brakeman 

Geo. Beatty Pipe Fitter 

J. P. Bltler Air Insr>ector Blrnsworth Section Foreman 

R. \V. Whipkey Secretary 

The bavseball club of the local master me- 
chanic's office has reorganized for the season of 
1015 and has succ(>ede(l in placing a fast nine in 
the field. The boys are very enthusiastic over 
the progress they have made thus far and are 
looking forward to a successful .season. 

The following officers have been ai)|)ointed: 
E. W. Mitchell, manager; H. T. Beck, captain; 
R. B. Spacknian. treasurer and press agent. 



They would like to arrange games with 
Cumberland, Grafton and Fairmont teams. 

On Memorial Day they met the fast Company 
nine of Cumberland and came out on the short 
end of a six to five score in an exciting game 
played at Columbia Park, Connellsville, before 
a large crowd. 

The visitors got the jump in the first inning 
by scoring three runs, but after that were unable 
to do much in the scoring line. In their half of 
the inning the locals scored two rims and after 
an uphill fight tied the score in the sixth. 

The features of the game were the pitching 
of Beck for Cumberland, who struck out thir- 
teen men, and catches by Sisler and Garlitz, 
the latter catching a wicked drive by R. 
Ralston that was labeled for extra bases. 
The catching of Rhaback for Connellsville also 
stood out. The score: 

C imberland . 

3 110 1 0—6 
2 12 0—5 

This is the first of a series of games that 
have been arranged by the locals with out of 
town teams of the railroad and some good 
games can be expected, as they have just begun 
to hit their stride. 

This picture is of Shirwood I., age seven 
months, youngest son of conductor S. K. Ring- 
ler of the Connellsville Division. Mr. Ring- 
ler's family consists of three boys and one girl. 


The Six Year Old Son of J. M. Ryan, 

Dispatcher at Connellsville, Pa. 



Correspondent C. W. Blotzer, Clerk Car 
Accountant' s Office, Pittsburgh 


C. B. GoRSUCH Superintendent 

T. W. Barrett TTrainmaster 

W. J. Kennedy .••.••.• -Secretary 

C. C. Cook Division Engineer 

W. A. Deems ' Master Mechanic 

M. C. Thompson Road Foreman of Engines 

Dr. J. P. Lawlor Medical Examiner 

W. F. Deneke Agent, Pittsburgh 

F. Bryne Claim Agent 

L. FiNEGAN Suoerintendent of Shops 

A.J. Weise General Car Foreman 

Mr. Tatem Car Foreman, Substitute 

G. W. C. Da Y Division Operator 

C . E . Carson Conductor 

D. F. Ferguson Engineer 

T. E. Smith Fireman 

J. M. Applebee Tank Foreman 

J . M. McCoRMicK Yard Conductor 

Dr. E. M. Parlett Honorary Member 

Engineer M. Flaherty, v.'ho attended the 
Engineers' Convention at Cleveland, Ohio, 
has returned to duty. 

Fireman F. Gerber, who was operated on 
recently for appendi